exM20K

If the starter adapter is fixed, I'm in! -dan

Without moving the center of lift aft. That tail is working pretty hard in the landing phase. Slats! That’s what we need! -dan

This has been my experience, too. I do get some finger-to-finger variability, and sometimes the mid 80's readings will creep up to low 90's over 5-15 seconds. Must be my nail polish lol -dan

Clarence, What is it about the Sky Tec starters that kill starter adapters? I had an Iskra replaced with a ST4 last august on a repaired adapter, and just over a year later, it appears the adapter is leaking quite a bit of oil? Thanks in advance. -dan

So, my 20 yo son and I did it, admittedly with an empty baggage compartment. The rear seat backs with the headrests installed are fairly tall, but there s ample room between them. so, the verdict: easy, quick and utterly undignified. -dan

I care quite a bit more about my SpO2 than the ambient O2 level. Different people perform differently in the same environment. I also care quite a bit about determining what my hypoxia symptoms are and being able to identify them before losing the ability to react. Supplemental O2 is cheap. The pulse demand systems and boom cannulas are comfortable. It’s really no burden to use them above 10,000 which is where my levels start to really fall off. -dan

I am going to attempt to get out the baggage door today. Should be interesting. There will be no video, only a stopwatch. not only should you open the cabin door in preparation for an off-field landing, it’s also important to close the latch and wedge a coat or blanket ibetween the door and frame to lessen the likelihood that it closes up on you. -dan

Same on both batteries? If only one battery, there’s your problem. -dan

I remember now where I saw this: DW Davies, from whom I've bought drums before. https://store.dwdavies.com/content/tks-fluid THE 5 GALLON PAIL AND THE 2X2.5 GAL CASE PRICE INCLUDE A MANDATORY $39.00 HAZARDOUS MATERIAL SHIPPING CHARGE.

Hi, Don. Curious - what are the before/after numbers in terms of 1.? Vso? I find something around 1.25 works very well to shorten landings. -dan

yes, TKS fluid is all the same. Shipping is a really ig part of the cost. I don't recall exactly, but I believe that's why nobody sells the 2.5 gallon tubs anymore - big enough to require HAZMAT handling, whereas the one gallon bottles don't. Pity, I really liked the 2.5G tubs. -dan

I do as well. With shipping, the 30 gallon drum is approx $16 per gallon delivered. proximity of a vendor’s warehouse to your location will determine shipping -dan

Not everybody carries insurance. This one was an owie! http://www.kathrynsreport.com/2021/01/loss-of-control-on-ground-piper-pa-46.html

Not correct, and no, it is not a 100% power setting. The Acclaim's low-compression engine burns significantly more fuel, and as I noted earlier in this thread, there is no "65%" power setting set out in the POH. It appears that what Av Consumer has done is to take the 3rd highest power setting off the chart and called that 65%. (2500x26 @ 18.9 GPH) ISA standard s/l 173 KTAS 2000 179 KTAS 4000 184 KTAS . 8000 193 KTAS etc. The speed/fuel/altitude table you copied is not for the Type S. Type S 25,000 best power copied below. The CMI chart you copied suggests that the 18.1 burn is 75% rather than 65% ,but really... who cares? I don't have access to an IO550G manual. Does CMI permit 85% power? Does the POH call out 65% and 75%? .

Did some approaches and finished up the Wings phase I started last Mooney summit with Mike, @Rocket 305, our new local CFI. No pics, unfortunately. -dan edit… @Rocket 305 got some departure pics. I was wondering who that suspicious character by the taxiway was…. Thanks, Mike. I don’t get to see this perspective so often.

LOked at another way, the S22T POH says 16.5 GPH at 16,000 is 185 KTAS. That’s where and how I fly. Even with TKS, I see 200 KTAS indicated on the G1000, at 16.5 GPH and 16,000, and that’s without the +2 KTAS adjustment called for in the POH. The Mooney is faster and climbs better.

Chart says 65% best power, which looks accurate per POH for cirrus. M20TN POH doesn’t list percent power, but the Aviation Consumer data look like an 18-20 GPH setting ROP. That’s not how many fly the plane,in my experience, but it is what is in the book. Holding FF constant, the book has the TN 15 ish knots faster up where nobody regularly flies.

This. I fly 2-300 hours per year. My focus is on a good look at the exhaust system every 30ish hours with the oil change, exhaust valve borescope every third oil change, 500 hour magneto service, and airframe lube. Other than that, if it ain’t broke, don’t fix it. Stat logs from LOP operation give a pretty comprehensive report on ignition system health. I believe my plane is at it’s most uncertain reliability state on the first post annual flight. Why inflict that on myself more frequently than required? -dan

One failure mode I’ve had in the Acclaim occurred after the plane was outside in the rain for two days. I didn’t run it on the ground, but rather waited until I was pretty high and approaching clouds below freezing. The panels wouldn’t wet out at all. System fu ctioned mostly normally back on the ground. All I can think of is that water got into the membrane on the ground and froze aloft. I won’t let that happen again. -dan

The cirrus FIKI vs no-hazard systems are very different in panel size, surfaces covered, and system capability. Mooney are very similar but with more redundancy in the FIKI system. I had the no hazard system in my 231, and it was optional to retain the electrically heated prop. I chose the alky prop because the hot prop was a constant source and f frustration. I agree that this prop appears unprotected. -dan

USAIG renewal through Falcon: hull premium went from .00822 -> .01022, a pretty stiff increase with no claims. Also raised hull value significantly given this goofy market. -dan

I’ve flown all over the USA, and for what it’s worth, the worst ice I I’ve got was proceeding eastbound out of the Seattle area this time of year. Very sorry for the loss of life. -dan

Yes on the TKS. Dunno about FIKI.

Bonanza: s/n 3630 - 4126 with some pretty big gaps in the serial numbers. -dan

Ovations… approx s/n 333 x 519, plus a couple after 2008. Call it 175 flying in North America Acclaim approx s/n 1 - 129 plus up to 137 in 2015-16. Call it 110 in North America. Bravo s/n 353 and up. Dunno how many that is -dan