exM20K

Maxwell set me up with a ferry pilot who has airline privileges. Easy, Peazy. Getting on their schedule may be less so but is worth a try. -dan

Agree 100%. Upwind to crosswind on a balked landing features prominently in SR22 mishaps, including the only two fatal mishaps I witnessed. Full power, P factor, mis or disuse of rudder, and the pilot cranks it into a left turn. Plane is already yawed nose left and very close to critical AOA. Left wing stalls, and you’re done. The second one I witnessed was at 1C5, and the pilot had bounced repeatedly. It is this sort of less-than-total control that separates a rejected landing from a go around. T&G’s in my experience, have been used to save time in primary training, and the maneuver is very different from a rejected landing: no anxiety, the plane is performing as expected, and no fixation or tunnel vision on the abnormal state (running out of runway, the approaching obstacles, or the imminent prop strike after bounce number 2. Approopriate practice could be combined with crosswind practice: Fly aligned with the runway centerline in or above the ground effect, and initiate the go around from landing configuration. Get that muscle memory in place, and the more comfortable you are with the less-than-full power need, the you’re more likely to perform well under stress. Finally, in long descents, I will trim in quite a bit of left rudder. I’ve inserted into my approach to landing checklist “neutralize rudder trim.” In practice, I go a bit right of center to lessen the load on go around. Full power, left rudder trim, and flaps full->approach would be a handful. And a foot-full! -dan

not a perfect match, but I believe @Glen Davis owned a Tiger before his 201. -dan

Foreflight has a Takeoff and Landing runway required function for the premium subscriptions. I find this very useful and reliable. It will pre-populate with surface winds and weights from your flight plan and offers the capability to add a "safety" factor of, say 120% of book distance. The calculation returns total distance, rollout, and approach speed (1.3 Vso). Natch, it's not going to be very useful if you're too fast, and it serves as a good reminder to maintain the correct airspeed on final. -dan

Good grief. Imagine yourself as the pilot or a loved one reading a comment like this after a successful or not forced landing. -dan

Here is a number to put some context to your observation: 107. That is the current total of CAPS “Saves” (ugh) as of September of last year. Most Cirrus piston aircraft are powered by a TSIO550 or IO550. Not all chute pulls are engine failures, not all engine failures are chute pulls, and not all engine failures are mechanical. But I’d bet that especially since Cirrus started focusing on training, most engine failures do lead to chute pulls. Just for fun, let’s pretend that 107 is the number of catastrophic engine failures. the cirrus fleet flies approximately 1 million hours per year. So in 10 years of flying, 107 engine failures in 10 million flight hours? And many of the 107 were more than 10 years ago. 107 / 10,000,000 is an astonishingly small number. -dan

Could have something to do with apple’s jihad against cookies and tracking. Have you tried another browser on the iPhone?

My first choice would be Oasis, if you can get on the schedule. I’ve had Chicago Aviation Services at DPA annual and perform other maintenance on my M20TN. They are an active cirrus service center, so if you have an ovation or acclaim, you can rest assured that they are very good with the CMI 550’s. Don Maxwell introduced me to a ferry pilot who has airline privileges, so that is another good option if you can get on his schedule. -dan

Nicely done. That bird made it through the prop and hit that little door during the 10 or so seconds it was exposed! What an extraordinary chain of events. Good move diverting to a field with CFR rather than having local fire/EMS show up at your home drome. After popping the door latch, it’s a good idea to close the latch with the door open to ensure it doesn’t close on its own. Ill bet sourcing all the repair parts was an adventure equal to the landing. -dan

Jim Herring at Centric Aviation in Apalachicola has been wrenching on my Acclaim for a year and a half. Familiar with big bore Continentals. PM me if you’d like his contact info. Cell is best way to reach hiim, or just call Centric. -dan

Mine is written by Chubb and ACE American Insurance Company. Falcon is agent in this. It’s not super expensive. $725 annually for $185,000 in coverage. @Parker_Woodruff dm me if you can do meaningfully better as my renewal is not up until end of month. -dan

Correc. That is what I meant. Sorry for the confusion

My bad. 30-0001 was still at the factory until recently updated and sold. I believe 31.0001 is not airworthy. -dan

Sold. Now registered as N311TN -dan

I'm pretty sure you have the wrong Jonathan Pollack, and it's not obvious that the online listing, which I agree is garbage, came from Mooney. Many of these are stitched together from slide decks made for serious presentations by some yoyo trying to insert themselves in the middle of a transaction. -dan

Mike, I had to check "I've got room for one or more in my plane" to get my submission submitted, but I don't. -dan

Fear of commitment lol. I’ll be there if I’m in town but unsure of my schedule. Keep plugging away with the posts, and I would expect a good turnout with good weather. -dan

I’d like to make it, but a soft “Yes” wasn’t one of the choices lol. Did you get your plane back, or can I give you a ride? -dan

I’d like to make it, but a soft “Yes” wasn’t one of the choices lol. Did you get your plane back, or can I give you a ride? -dan

PBS Frontline did an episode on this topic which I watched a couple weeks ago. It is available on YouTube

True, but if they’re losing money on every unit, then they’re not going to make it up on volume. -dan

In a thin market like this, most of the good planes are sold off market. It would be worthwhile to discuss exactly what you’re looking for with Mark Woods (Delta Aviation), Fred Ahles (Premier Aircraft Sales), or maybe Jimmy Garrison. Mark and Fred will see a lot of the later model planes as they or their company sold a lot of them, and like good salespeople, which they are, they keep in touch with their customers. Good luck. Mine’s not for sale :-) dan

That horizontal stabilizer picture is not great. I’ve found that sharp edge to be a great ice collector, and the tail is working hard in the landing configuration.. maintaining 120 KIAS and no more than approach flaps when landing is critical to flight safety. I practice ILS approaches at or above that speed and carry as much as 100 KIAS across the fence. I doubt there is a long enough runway to stop an approach flap configured Mooney at 120 kts in the round out…. -dan

The vendor offers a new style sidewinder which clamps over center on the tire, and I chose the old style for my Acclaim because the new style requires a new hubcap. That was a mistake. While the old style works, one must be really conscious of exerting down force on the handle to avoid scuffing the nose tire. The new style, which I used for years on DA42’s is just set it and forget it. Same price, I believe. @xcrmckenna sorry about the stupid loss of your J. We spend so much time getting to know these planes and getting them set up just so… If you buy a Bravo, welcome to the Turbo FIKI Mooney world. Get an O2D2 and enjoy one of the most capable piston planes available. -dan

I received a similar note shortly after buying my Acclaim. Contacted the sender, said, “No, thanks,” but helped him locate another Acclaim and arrange training with one of the great CFI’s here. He’s since moved on to a pressurized plane, but I struck up a great friendship that endures post-Mooney because he reached out to me. Quality planes are very difficult to find now, so I’m not surprised you got such a note, and if it were sent to me, I’d not be at all creeped out unless given good reason to be. YMMV -Dan