exM20K

Just to be clear, I would run the jamb nut down a little to trail 0.5-1" when selected "Closed." I don't recall any meaningful speed loss, but it was a long time ago, and I'm getting old... -dan

@carusoamnot sure what runaway EGT is. They will go to peak and nothing more. Runaway CHT is an indication of detonation. The OP's description of fluctuating EGT sounds like a bad probe. My TSIO 550 eats them like they're free, which of course, they're not. This is the failure mode i've seen: very high, then bouncing all over, then the red "X." Were I stuck like this, I'd try to switch CHT leads or probes to see if it is the probe, do a good LOP run-up, and if all normal, go around the pattern at altitude a couple times. -dan

Funny. I had the opposite problem of too-high CHT’s if rigged fully closed. Especially in the warm weather months, I’d rig them to trail open maybe a finger’s width to keep cool. -dan

So.... bringing this back to S&F.... how convenient and workable is plant city as an alternative landing spot? Are there reasonably frequent shuttles as at OSH? I’d like to attend next week for a day trip but disinterested in the grass experience. -Dan

My 310HP Acclaim will easily sustain 1200-1500fpm climbs at 120 KIAS to 17,000. Slightly less at 130. CHT and oil stay very cool as compared to, say, a PA46. It’s a game changer. -dan

It looks like the (ECMWF?) model validated pretty well this morning. It looks like @Boilermonkeymade his life a lot easier by hopping on the Germ Tube. -dan

If such a plane were on the market when I bought my Acclaim in 2016, I would have been very interested. After nearly five years with the acclaim, however, I’m glad I stayed with the Mooney...the devil I know, I guess. You will bump up against some limitation with any airplane (useful load in my case) but learn to work around those limitations. Buying and selling planes is expensive especially when measured against an occasional fuel stop. Regarding the broker couple in OH, their behavior may be more an artifact of current market conditions than anything else. When they sold for me (if it’s who I think you were dealing with) buyers were very carefully qualified as we had pegged the fully loaded cost of a demo flight at $1500 or so in new planes; those demo flights were half- or full-day affairs with a lot more than just flying. Stuff is selling in hours or days now, so it’s a different process now and probably a moment in time when it’s better to be a seller than a buyer. It’s good you were able to fly the SR22. I found it impossible to trim for hands-off cruise, but maybe it was something I was doing wrong or a mis-rigged plane. Good luck with your purchase. -Dan

Good advice above. I’d elect (3). if MVFR, you can file to Gary, shoot an approach, cancel and go VFR up the shoreline. -dan

Fly one first. Especially, be sure to hand fly. Try to trim for an airspeed. Please report back. -dan

It’s not just the engine that suffers from disuse. Autopilot servos that sit, helm bearings that sit, hinges that sit, electrical connections, brake components, flap motors, and on, and on. There is a non-zero chance that a buyer will be chasing various gremlins and failures for a long time. -Dan

I’ve been flying with an iPad since ForeFlight became a thing, and the only failure I’ve experienced was an overheating shutdown because I left it on the glare shield. That said, I don’t like to rely on a single piece of technology as hardware, software, and data can each fail at inopportune times. My backups are Chartview on G1000 and my iPhone. I would worry about owning an orphaned, obsolete product with a Garmin dedicated portable. It’s not obvious that these things are commercially viable in a world of smartphones, phablets, and tablets. -dan

I’d suggest to @Mike Athat he engage a real estate developer to make this happen. It’s what they do. Navigating the entitlements process is doubly difficult with the layered authorities at an airport, though the actual construction is really simple. The bigger the project, the higher the likelihood of success. There is one near my home that is very successful. Maybe use this as a model? https://www.skyhavenofaurora.com -dan

Right. And be sure when doing these comparisons vs field overhaul or different engines to understand what’s included. The wickedly expensive TSIO550G does include a full exhaust system and all accessories in the near $100,000 invoice. Those things add up. when I bought a factory reman or overhauled TSIO360 for my 231, I don’t recall what was included. but that was more than 20 years ago. -Dan

Barons? yes, most have factory boots. Beech has, so far as I know, never installed boots on the bonanza. They are all field installed, generally lack the rest of a FIKI package (windshield, heated stall warning, heated tank vents if required), and are not FIKI certified. there is no perfect system, but having owned both, I prefer TKS. If I exhaust the tank by droning along for 90 minutes in icing conditions, I'm doing something very wrong. Though less of an issue with AHRS-driven glass panels, it used to be that loss of VAC = loss of AI and de-ice in a booted single. There was a guy here in chicago 20-some years ago who had boots on a Rocket. He liked it. -dan

As @ArtVandelaysuggests, turbo and TKS go really well together. There is also factory support for TKS @ Mooney. The rusting piano hinge problem with some Bonanza and Baron airframes may also dissuade some from doing the install. -dan

Another option for you would be to use the speed and fuel sliders to bump up the 231 performance if yours is faster. I do this for my TN, reducing speed by 5% (TKS and imperfect rigging) and am usually within less than a gallon or .1 flight time. -dan

Exhibit 1: BMW Motorrad vs Harley Dan 2015 R1200R 2016 K1600 GT

Or look at it this way: if cirrus can sell dozens and dozens at this price, then Mooney should be viable with a price 25% lower. I do fear that very cheap money and all the excess liquidity sloshing around supports sales at these prices, and cheap money is not a forever thing. I do hope our children and grandchildren forgive today’s “adults” for consuming the income of future earners.

@aviatoreb these guys are not too far from you. https://www.survivalsystemsinc.com I’ve thought about taking a course there before. Probably worth the effort to find the time for me. -dan

I’m sorry you chose to infer that my comment was that the DA40 is better than a 180HP Mooney. That is not what I wrote. Forgive me for violating the Shibboleth of Mooney that Mooney’s are the best in any comparison. What I thought I was clearly communicating is that there are speed, space, and weight penalties associated with retractable gear. My bad if I was unclear.

They never updated the AFM after 2005, so all the aerodynamic and prop improvements are not accounted for. I have flown dozens of new DA40's, and they will do 150 +/- a few. Also, 14,000 is optimal for the NG, not the IO360. -dan

In addition to adding weight, retractable gear requires a place to go when it's retracted. For the nose gear, that usually impinges on the front seat footwell area. For the main gear, it requires a taller wing, which in turn, increases drag. And the extra weight of retractable gear requires more lift and consequently more drag. Consider that a 180 HP DA40 XLS or XLT can do ~150 KTAS. That's getting close to M20 speeds on 200HP. It's also a whole lot easier to get into. -dan

Thanks for posting that excellent essay. I pulled up the FIP charts shortly after your first post and did see quite a bit of SLD marks in that area. Presumably the various icing models are built on the same measurements, and it’s very cool to see what goes into the sauce. Do you have any plans to resume your in-person classes? -dan

agree. that is a second opportunity to break a link in the chain of stupid. -dan

Yup.