exM20K

Albany is 20 south. glens Falls is same northeast. Windy, but not enough to matter probably. -dan SPECI KALB 311456Z 25015G26KT 10SM BKN029 BKN075 11/05 A2922 RMK AO2 T01060050 METAR KALB 311451Z 24017G26KT 10SM BKN031 BKN075 11/05 A2922 RMK AO2 PK WND 25029/1426 SLP894 T01060050 50019 SPECI KALB 311417Z 26016G27KT 10SM BKN031 BKN075 11/06 A2923 RMK AO2 PK WND 24028/1353 T01060056 METAR KALB 311351Z 24017G26KT 10SM BKN027 BKN070 11/06 A2923 RMK AO2 PK WND 25030/1315 SLP897 T01110061 METAR KGFL 311453Z AUTO 25012G24KT 10SM SCT075 OVC090 11/07 A2914 RMK AO2 RAB08E40 SLP870 P0006 60018 T01060067 51014 METAR KGFL 311353Z AUTO 23010G18KT 10SM OVC065 10/08 A2914 RMK AO2 RAE28 SLP869 P0006 T01000078

Wow: $2.95 showing in foreflight for SS 100LL. I'm in and out of TLH a bit, and that Millionaire has been one of the more expensive outfits in this part of FL ($7-8 fuel, $40 ramp fee etc.) Glad to see they've cut those prices and hope it persists. -dan

What is salvage value on an acclaim? 15 SMOH Engine ($75,000)? prop ($15,000) cowling (unobtainable if carbon fiber) G1000 and GFC700 ($75,000) interior, speed brakes, and the rest? I have no idea what salvage value looks like. Do you @Parker_Woodruff? -dan

very interesting and seems sensible to me. The DA40 has an internal release for the rear door at the top hinge to facilitate emergency egress, but the SR2* baggage door doesn't appear to be very accessible from the cabin. In our planes, it is very important to open and latch while open the cabin door prior to a forced landing. That would not appear to be an option in the Diamond or Cirrus aircraft. -dan

That is what it is worth to "you," but "you" are well-informed about maintenance history, unresolved issues, etc. "Other" buyer will (or should) bake a risk premium into the deal for unknown/undiscovered squawks. -dan

How about some airplane noise? Sort repositioning flight. Note the new Vector Plane Pass equipment in the thumbnail. -dan

Southern end of the Smokies starting to get some color. -dan

Pressurize the intake with the push side of a *clean* shop vac and hit everything with soapy water. I've had leaks in: the pressure line to the MAP sender spark plug pressurization O-rings over-enthusiastic tightening of hose clamps on intake tubes the MAG pressurization line Engine anomalies for the spark plug pressurization were like yours. Engine data for the Mag line showed unstable MAP (feedback loop w/ controller) Engine data for MAP line showed lapsing MAP with altitude. -dan

In the questions and answers section, there are 3 reports.

Doubtful, but my boom cannula is “permanently” affixed to my headset. Outside diameter is just over 6”.

I have a pair of these https://www.sportys.com/oxygen-organizer-case.html One holds several canula, the O2D2, and its feed tube. The other holds a mask/microphone setup. -dan

https://asn.flightsafety.org/wikibase/318371 serious injuries for, lets be frank, elderly occupants. A “serious injury” is defined as “any injury which: Requires hospitalization for more than 48 hours, commencing within 7 days from the date of the injury was received; Results in a fracture of any bone (except simple fractures of fingers, toes, or nose); Causes severe hemorrhages, nerve, muscle, or tendon damage; Involves any internal organ; or Involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface.” I do hope the pilot and CFII recovered. -dan

Yeah, I tried to get the boost pump and relay. Both are trashed. That was a hard hit. -dan

What plan? I can renew premium today for the same as Jan 2025, with a pro-rated credit. Still $370. -dan

Was there any annunciation on the PFD, or even an a/p disconnect chime? I ask speaking of someone who has *never, ever* (except maybe a half dozen times) accidentally clicked off the a/p and trim after switching tanks and hitting that switch instead of the adjacent low boost. -dan

Not all go-around are the same: 1) someone pulled out on the runway while I’m on short final vs 2)I just bounced the second time, the stall warning is screaming and I am not even close to having total control of the plane. From the perspective of someone operating a 310 HP Acclaim off a short field… Scenario (1) is low stress, obviously, and I do not believe rigid adherence to the POH is helpful here. Full power is not required to arrest the descent rate and begin acceleration. You really have all the time in the world in this scenario, so add some power to arrest the descent, positive rate gear up while trimming down, flaps, flaps. Dealing with Scenario (2) is much more urgent. The pilot must restore flying speed first. Urgently. Full power, trim / push down and don’t touch anything until full control is restored. My K and my TN both liked rolling in full nose-up trim in the round out to flare. I imagine the nose-heavy Rockets are the same. Full power when configured (including trim) for landing creates a very strong nose-up pitch plus torque/p-factor. Retracting flaps moves center of lift forward, exacerbating this pitch change. While I choose to fly the way @donkaye, MCFI teaches, both sequences will work, so maybe choose one, and practice it. I believe gear/flaps/flaps permits a drag reduction while buying time to add nose down trim before inducing the big pitch up with flaps. But other than a porpoised landing recovery where the immediate priority is to regain flying speed, neither technique should be measurably better in performance, just in workload. -dan

We used KCFO last month. It was quite satisfactory. Easy in and easy out, but be prepared for a long taxi. I flew in five or six years ago for an event at the Gaylord, back when the airport was called front range, and if that is the area to which you are headed, it is probably the best choice. The FBO handles enterprise rental cars without any stress, and the self service fuel is cheap relative to Jeffco and Centennial. -dan

I just google the search term and mooneyspace.com. As with most forums, the results are superior to the native forum search. -dan

search is your friend

Sorry, everybody: I should have made this its own thread. It really doesn't belong here. I don't think i can move it but will post an update separately. -dan

Thanks @rklems. There is now a message under the PFD “Alerts” soft key that says something like “your GIA is screwed up. Return for service.” anyway, just for funzies, I’ll disconnect everything I can and spray with contact cleaner. Maybe I get lucky. -dan

Red "Roll" flag = inop autopilot. 3.5 hours of proof that the autopilot does a much better job than I do. The flight actually seemed to pass quicker with my attention much more focused on "flying" tasks. GIA or Roll Servo? Will know more tomorrow, but i've been getting a data path failure alert on startup for some time now. -dan

That wasn’t what I said. I was referencing the POH angle-of-bank / stall speeds. Being patronizing and pedantic together: Nice job.

Good point, and for sure > 1G in this maneuver, since that would roughly double the descent rate to 1600-2000 FPM. I would guess that number is holding altitude, so 2G load factor? -dan

I remember the same article. And I think your recollection is correct. So in my plane, 45° bank and clean at max take off weight, the stall speed is just under 80 KIAS, which doesn’t leave much margin below best glide speed of 90. One would be conducting this entire maneuver with the stall warning blaring in my plane. -dan