exM20K

I like them, but they are a bit big to maneuver around in the cockpit of the Mooney. They are definitely an improvement over the stock visors. It would also be a better product if Rosen would round off the corners of the bracket where the arm attaches to the visor. It has a tendency to cut into the headliner leather covering. I keep meaning to grind mine down.... but me, the dremel, and the plane never seem to be in the same place and time together. Don's are probably better-suited to our cockpits. -dan

If Rosen cuts the size down by 30% or so, they will have a better product for Mooneys -dan

Not correct. Garmin supports the many thousands of G1000 -equipped planes in the fleet. I recently had an MFD replaced under warranty in one day. G1000and GFC700 is all I’ve flown for the last 14 years, and it is an excellent combination that lacks nothing I’d spend big money on. -dan

+1 for Hot Springs. We stayed at https://lookoutpointinn.com/ and it was superb. Good eats nearby. Wife had to check Arkansas off her list, too. -dan

yes, the smaller ones. big bags are typically 20 or 22#.

I pick up bags of ice and carry them in the B kool in my car. Then I put the empty B-kool in the plane and carefully dump the 2 10-12# bags into the B-Kool. Add a 20oz bottle of water, and I’m on my way.. Easy peazy. -dan

Looks similar but more output than the Artic Air units. No cost obvious on the website. At least for the Ovation and Acclaim, I would (and may if I spend more time in FL) opt for the Kelly Aerospace unit. https://kellyaero.com/mooney-airconditioning-system-now-available/ The company is a Mooney Summit sponsor, too. It is STC’d, not all that heavy, and I’m trying to work out I’d I can offset much of the weight with lightweight Lithium batteries. https://www.truebluepowerusa.com/products/general-and-business-aviation/#battery-stc-kits Meantime, and in keeping with the subject of this old thread, I’m slumming along with a B-Kool, powered by an added 24V socket in the back wall of the baggage compartment. It works as advertised, though I’ve found big blocks of ice bang into and dislodge the bilge pump at the bottom. It is a huge improvement in comfort despite its limited duration. -dan

The book says: However, I don’t immediately go full power. more like: power up trim down right rudder positive rate, gear up flaps up. gear is a big drag item. Try slow flight, constant airspeed and power, gear down and up. It’s eye-opening. -dan

@EJETdriver thanks for the prelim. It’s very sad. I’m surprised your company can’t put the sensors on a stabilized gimbal. My ISR Diamond customers put some pretty sophisticated stuff on the DA42’s and a cool slide-out gimbal system on the side of the Gibbs Aero Van. While that wouldn’t have directly mattered here, it would save the workload of extended uncoordinated flight. perhaps the YouTube (and real-life) airplane crash expert will amend or delete his “certain-but-incorrect” analysis. I doubt it. -dan

here I am, sitting here all smug this morning, confident that my remote-mounted avionics (G1000) are safe from this sort of mischief. Thinking a little farther along, it occurs to me that those remote mounted boxes are securely installed behind a couple dozen DZUS quarter turn fasteners. D'oh! All hangars are not alike. The least secure I was ever in was in Princeton, NJ, big row of hangars with no interior walls. I don't even recall if the sliding doors locked. Even if they did, one of eight or 10 doors left unlocked would provide an excellent work environment for an avionics thief. -dan

and there is the reason, in addition to a flawed fashion sense, that glider pilots typically wear floppy sun hats. BTDT. Solo'd in a mogas-fueled Cheetah many moons ago. Survived. Actually enjoyed flying that plane. -dan CMEL + PP-G

For sure. But on the T6, it is that inescapable, piercing prop noise.

Ha. I always found the Aero Shell AT6 Texans to be more effective conversation enders. The afterburner zombies are gone in a flash. The T6 prop noise is painfully long-duration. Earplugs for sure! -dan

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