exM20K

It really is unknowable which model is “safer” for at least this set of reasons: small number of incidents. Each new incident can meaningfully change the conclusion. no certainty on the denominator, definition or size. Is it hours flown? Landings? Miles? planes not uniformly equipped. If icing is a big contributor, can I eliminate or discount that from my analysis b/c I’m FIKI? Should the number of incidents in FIKI-eligible planes be inflated because *some* have FIKI and are presumably less subject to icing issues? But where I believe this phase-of-flight analysis can be useful is to find patterns in the hazardous phases of flight. For example, if the M20R has a high concentration of landing LOC mishaps, that should be a training and transition focus. It is a very different thing to say: “20% of Ovation mishaps are Landing LOC” vs “Ovation landing LOC mishaps happen twice as frequently as they do in M20E models.” Another example of concentrated risk by phase of flight would be base-to-final and especially go-around upswing-to-crosswind stall/spin wrecks in the Cirrus line. They stick out bigly, and I’ve had the misfortune of witnessing one. -dan

estimated 4 day rainfall totals, and again with decreased opacity for context Relief operations / how to help listed in this article for those so motivated: https://gardenandgun.com/articles/catastrophic-flooding-in-central-texas-how-to-help/

That’s approx 9.2 million acre/feet of water. All of Texas is something like 172 million acres, so given the widespread, long-duration, heavy rainfall, that sounds plausible.

…hoping it was merely a precautionary evacuation. -dan

What is this?

FlySto supposedly scores approaches, but with only a couple hours playing with it, I can’t figure out how to do it. Anyway, I’m less interested in a “score” using a rubric that may not apply to my plane or field (310 hp Acclaim landing at a sub 2500’ field). I do care about a nice, smooth, one-directional flare and touchdown distance from the threshold. T/O numbers are of some interest, too. -dan

Web browser version, not iPad app not even close to FlySto, but maybe I’m saving my track logs wrong. -dan

In the climb, it’s all working against you. Full power, ROP, high AOA, etc. 35GPH in a 310 HP Acclaim is definitely producing a high volume of CO. In both my Mooney’s, the bottom rear corner of the door sealed very poorly. This creates a Venturi-induced low pressure in the cabin, which draws in the dirty exhaust. I had the door seal replaced at annual and a 1/4” gasket run around the cabin door seat, and noise and CO in the climb are much better. The tail cone and avionics bay are also (relatively) low pressure. Dunno where the factory gets its fresh (return) air from, but this could be part of the problem. I don’t think the A/D applies to the Kelley Aerospace electric units, but it probably should. Heck, even just using a B-Kool in the climb out can get the levels up over 50min my plane (before new seals.) -dan

Yikes. Is that the same facility they were doing JetProps out of? -dan

@Alan Maurer expect high CHT’s until the cylinders are broken in. Given the high temps in Florida (heck, anywhere east of the Rockies today into next week) I’d get the flying done early. Once around the pattern, keep the power up with gear and speed brakes, land, decowl, look for drips, dangles, and disconnects, then I’d orbit above pattern altitude for a bit. Mine was topped in January in northern Illinois, and there was a tedious fuel pump troubleshooting and setup exercise that entailed a lot of ground runs, but obviously head wasn’t an issue. 70 hours later, no issues. -dan

Pilot reported engine issues Clearance at 14:15 ish Reports Engine trouble 16:34 engine issues Cleared to land any runway. https://archive.liveatc.net/kbvy/KBVY-Jun-19-2025-1230Z.mp3 -dan

Do tell…. -dan

Infinity aviation in Nashua maintains a friend’s 231 https://infinityfbo.com/general-maintenance -dan

That’s pretty slick, and a whole lot better than bringing hoses, gauges, and raw fuel into the cockpit. -dan

Perhaps the Apaches were triggered by the overflight?

100% satisfied customer of 2 years. Once the lens got dirty and it went intermittent, but a quick cleaning got it back to normal. Would buy again. -dan

Sadly, it only takes one…. https://youtu.be/5ldTsqbwZm0 a lot of the free-fall danger relates to bullet size and shape. Falling birdshot is harmless. Evidently a 60+ grain bullet falling at terminal velocity isn’t. -dan

Maybe have a look at a gallery of finished Mooneys. For example, https://tejasaero.com/gallery/ or https://hawkaircraft.com/#gallery (which isn't working for me right now) Or Scheme Designers: https://schemedesigners.com/project-category/retract-singles-mooney/ You should find something that grabs you and your SO. -dan

For those of us with a qualifying data subscription, Garmin Pilot is $110/ year vs near $400 for ForeFlight Performance Plus. $300 recurring savings is pretty good compensation for leaving the familiar abode and learning Garmin’s way of doing things. -dan

What’s your time worth? I had Jepp Full East coverage for years, but I don’t recall the cost. What I do recall is 30-45 minutes of updating four big binders every two weeks. I was picking the Jepp confetti out of that sofa for years… -dan

Ah, well, ok, then

TX82 RWY 15-33: 1824' of grass? Nah, pass. Unless a forced landing of course. -dan

When a tech broke mine, the shop looked at ordering a new one from the factory, and the single visor was more than a set of Rosen visors. Since @DonMuncy’s visors are more appropriately sized for the Mooney cockpit than are the Rosen visors, I’d go that way if I had to replace one. And if you fly LOP, you don’t need a power chart. An engine monitor and fuel flow gauge is all it takes to set power :-) -dan

At our base in FL, they are actively working to evict non-aviation hangar tenants, too. It is win/win for aircraft owners and airport businesses to police the hangar use. -dan

I thought this was the case, but it wasn’t obvious to me how to activate it. I guess I need to look harder. -dan