exM20K

Mine is straight enough that I don’t notice having to exert rudder pressure. Where is your rudder trim during taxi? -dan

Regarding Infinity: I have a friend up there who has used them for years and not dissatisfied. Shoreline Aviation in Marshfield put the TKS on my 231 25 years ago, and I had quite a bit of dealing with them when i sold Diamond Aircraft. Ed Novak there always has been square biz in my experience. -dan

Chris Koppel did a video in this. He observed a 2 KIAS increase in landing configuration stall speed when using the speed brakes. I’d be careful here. It may be that your landings are better with the speed brakes out because you are closer to stall speed. I don’t use them in before touchdown but do on the rollout at my short home field. They probably don’t do much, but at least I don’t look as ridiculous as my neighbor who holds open the door on his Cirrus. 1.2 - 1.3 x Vso works very well for me. I have confirmed stall warning and stall speed for various weights and configurations. -dan

So there I was….. Immediately prior to my wedding in the mid 90’s, for some reason (rehearsal dinner IIRC)I had to fly my best man from Caldwell, NJ to the Cape. Needing to get back quickly (and being dumb), I had him hop out at HYA with the engine running. No limbs were lost, butI also I passed up the opportunity to pee. on the return flight, my tonsils started to float. Somewhere over the Hudson, crossing into NJ, I simply had to go. The only vessel available was a paper sick sack, and I hoped (never a good strategy) it was coated and wouldn’t leak. It wasn’t, and it did. Slowed to 130 KIAS or whatever the window was placarded for, and gave a nitrogen boost to somebody’s yard below. this was in a 231. The soggy bag never came close to the tail. I made the dinner and we celebrated our 27th anniversary last year, so all’s well that ends well. -dan

I was pondering that very question yesterday. I plan on seeing how the G1000 GFC700 handle that on a cross country this week. RIP for those lost in this crash. -dan

You need an SD card in the top slot on the MFD and a reasonably current G1000 update. Data logs won’t be written to some internal memory.

...or an induction leak. An easy way to troubleshoot would be: Fuel setup: slowly lean at idle; you should get 50ish rpm rise as you lean. If not, get someone with the right gauges and fittings to set up your fuel injection system. Induction leak: Won't idle at the POH-specified RPM at all w/o quitting: pressurize the induction system with the outflow side of a shop vac. I don't remember the induction side of the M20k, but on the acclaim, there is a big scat hose that goes from the air filter to the turbo. That is a good place to shove the vacuum (pressure) hose. Then hit the whole induction tubing with soapy water from a spray bottle and look for bubbles. BTDT plenty of times. -dan

Confirmed. That’s what they got me for in March. -dan

Amen! I had a Chicago-> Vegas trip two years ago in January. The WX was a little challenging for the Mooney, so I booked a coach seat in the germ tube. After lamenting tales of the mask-resistant toddler one row ahead and the babushka and her daughter using their outdoor voices for the whole flight to a fellow Acclaim owner, he set me right. There I was, ready to pay for a 12 hour round trip in the mooney but skimping on the germ tube back in steerage. First class isn’t just for upgrades…. -dan

Yes. There are sliders to bias the speed and fuel burn. 29x2500 is about the same as 30.5x2400. Anyway, when LOP, power == f(FF). These planning numbers work out to the gallon most times for me on my 735NM 90% trip. Winds aloft forecasting seems to be very, very good now, and that is the most significant reason for the flight plan numbers not validating (WX & airspace deviations notwithstanding). It is really quite astonishing that I can flight plan a 3:35 trip with 25 gallons onboard at landing and land with 25 gallons onboard. -dan

Do you have TKS? the POH tables are not great, and that's what FF built off of. Mine is an "S," but the engine is the same. the 30.5 x 2400 fuel flow at 50* LOP and 12,000 is reported as 17.6 (I fly mostly at 2400). In my experience, that is a lot more gas than I am putting through the engine at that setting. Peak is usually 18.2, and 65* LOP is 16.2- 16.5. Were I to run at 17.6 GPH, I'd be about ~30* LOP in TIT and less than that on the richest cylinder. It takes some patience to really identify peak TIT/EGT. My solution in my FIKI "S" is to degrade TAS and FF by about 5%, and that is usually about spot on. -dan

Like this? http://www.fly2lunch.com/

Take Me To Your Leader. FL210 16.1 GPH/LOP 215 KTAS Life is good. -dan

Be aware: it is generally illegal to disturb an active nest (eggs or brooding young) of native species. Invasive species(sparrows and starlings) have at it. I’ve seen robins build nests in some pretty stupid places. My favorite was atop the rear wheel of a Chevy Tahoe/ burban at the Springfield IL airport. That SUV was a mess for sure. -dan

This, and is there any accompanying degradation of performance, such as W&B or runway performance. There is a Service Instruction document SIM20-133 with new limits for flying as heavy as 3873#. It is interesting to note the expanded GC envelope limits: 2 fat boys in front and full full fuel will never work. the current 3200# MLW means that with PAX and bags, I don’t want to land with more than 20-25 gallons, which is fine, but it requires careful fuel planning. Being able to fill the seats is a “nice-to-have” rather than a “need-to-have” for me. Were it not, I would have bought a different plane. I suspect than many LB owners are in a similar spot. However, better load carrying would open up the LB for consideration by the many buyers that “must have” the ability to carry four. I’d pay $50,000 tomorrow for another 200# UL. -dan

This is the problem, right here. It’s tough for the buyer, impossible for the title company, and not the fault of the entity filing the lien. This sort of bureaucratically induced latency raises costs and risk for all parties and is entirely at the feet of OKC. -dan

I hadn’t seen that. Thanks. Not great for safety: forcing all traffic down like that, but I guess we should be grateful they left a corridor at all.

Either is fine. Optimizing for $ or drive time? Chose 1. a fun way to go is file to GYY, cancel, and proceed up the lakefront under the Bravo. I don’t go across the lake in a single. Weather usually decent VFR this time of year, and if it is not, it’s unflyable TRW’s more often than not. -dan

The only way to completely fill the Mooney with fluid is to fill until it runs out of the overflow drain on the bottom of the plane. In order to minimize the mess, I have a small Tupperware container below the drain to catch the cup or so of overflow that happens whenI fill the plane. I’m generally pretty careful to dump that waste fluid into a 5 Gallon bucket with a lid, which in time I can dump at our free hazmat household dump station. I am very careful to glove up when handling fluid. The reason I’m writing this is tough: our 10 year old beagle was scheduled for a tooth extraction earlier this week, as a fractured tooth had caused an abscess on the outside of his mouth, and he wasn’t eating much. Pre-anesthesia blood tests showed stage 4 renal failure. We are doing what we can for the poor little guy (subcutaneous fluid, careful diet, etc). While I don’t think he ever got into the TKS fluid, this sad occurrence brought it to front-of-mind: as little as five tablespoons of ethylene glycol can be fatal to a mid-sized dog. The fluid is sweet, and animals, domestic and wild, will lap it right up. Please be cognizant of spills, puddles, or uncovered waste containers. Any antifreeze is deadly to animals. thanks. -dan

They have some information on their website https://www.cav-systems.com/wordpress/wp-content/uploads/2019/05/How-to-clean-your-TKS-panels.pdf the image of the guy scrubbing with TKS fluid and no gloves makes me cringe. I don’t remember ever cleaning them, though. Frequent use seems sufficient. @RoundTwo +1 on the Lucas product, it works great. baby wipes are pretty good. in the RV world, some use (unscented) dryer sheets, but I’m not ready to try that on the plane. The front of a motor home can get pretty nasty, especially if the love bugs are out (a Florida delicacy). -dan

I wonder how the auto-shutoff at idle stuff in new cars plays into this. It seems like a lot of wear and tear on the starter, battery, and engine for a minimal savings in fuel, but what do I know? whenever I drive my wife’s car, that’s the first thing I disable before leaving the garage. -dan

Indeed. According to OSHA, most lead is not absorbed transdermally. Unfortunately, the lead used as a fuel additive, tetraethyl lead, is. I still use 100LL to clean the TKS panels, but I'm gloved up. We test employees at their hire date and semi-annually for lead levels. Those who come back high tend to be either smokers/vapers or ammo re-loaders in their personal time. The cure for them is all about hygiene: wash with de-lead soap and glove up when possible. ...and keep hands out of your eyes/nose/mouth. Post -intervention, levels come down pretty quickly. -dan

Nice, and congrats. I was up at JGG recently, and it looked like there was some dirt work being done to put in some new hangars; your project? ....chipping away at the hangar shortage one hangar at a time. -dan

Add me to the list of satisfied customers. My landings are much more consistent post-installation, especially at night. More than anything else, the "1 (Foot)" callouts remind me to hold the plane off and finish the landing with the yoke all the way into my gut. High-workload or high-stress landings make it likely for me to "finish flying" before the plane is stopped, which is obviously not good. -dan

Sure, I'm down, if not 9/6-7. @DanM20C I did a field installation at Shoreline Aviation in 1997 in my 231, flew that wonderful plane for 11 years, had a bunch of DA42's, and M20TN since 2016. I've seen a few failure modes and, more importantly, had a lot of successful utilizations. Regarding the stall strips: I, too, carry "speed tape" in the back and check them as part of my pre-flight. I lost one in the 231, and while my memory of bad things fades, I do recall it was an owie. -dan