exM20K

The electro-thermal system in the early Columbia planes was a failure IIRC because of the alternator size and reliability requirements. I too prefer TKS to boots. I hate vacuum pumps. They fail, and if steam gauges and boots in IMC, you’re right properly screwed. -Dan

new tires.

Love Weather Tech in the car. Terrible idea in the plane. I think i've mentioned this before: had pep-boys type floor mats in the front footwells of the 231. Main line from battery to starter chafed through. Molten insulation and wire fell onto the floor mat and started smoldering. Killed the master and my PAX stamped out the floor mat. I'll never put carpet or upholstery into a plane w/o burn certificate. Few things scare me as much as in-flight fire. -dan

.... and ensures the exhaust is free of CO

Cost, weight, systems, and structure. One lesson from the P210 vs PA46 battle is that the ground-up platform built for pressurization will be better (lighter, cheaper, higher diff) than the legacy plane retrofitted with bubblegum and caulk. look at the door of a DA62 and consider the surface area. At 5 PSI, those hinges, latches, window glue, and window will have to be pretty stout. For a plane without excess useful load, it just won’t work. likewise, even if Mooney could certify and deliver a 301, it would have to be a lot better than the PA46 to succeed. That’s a tall order. -Dan

Still less of a pain than positioning a ladder and climbing up to fuel a high wing. GATS Jar = more fuel in the cup and less on my hand -Dan

18.5 gph @ 8000 standard day, book says 201KTAS. Real world prolly 10 under that. love that PFD display. It’s so much better and brighter than the G1000 especially turn and slip indication. -Dan

Flow problems are unlikely to come from surface contamination. Fluid pressure will clear the holes most of the time. Individual dry panels are more likely a result of a dried out membrane or a bad proportioning valve.

Hi Lucas. What I would do... fix TIT probe. switch #4 EGT probe with one of the others make certain your G1000 software is capable of logging data and that you have a card in the MFD top slot run a SAVVY flight test profile http://content.savvyanalysis.com/static/pdf/SavvyAnalysisFlightTestProfiles.pdf post the data here and/or subscribe to Savvy’s support. I’ve found it to be of good value. -Dan

Really? My FIKI Acclaim S has a useful load of 880. There really isn't much variability in the empty weight from there unless you load it up with old radios (DME, ADF, etc) which some especially in EU and other world markets do. One of the easy ways to shed empty weight probably won't work here: the lithium batteries. The 35# weight savings would probably not be great for W&B. There may be a handful of FIKI+AC planes out there, but last time I checked, Mooney disallowed "both" on the order form when that was a thing. I would consider seriously a new M20V with another 200# of useful. -dan

Bar harbor. Lunt’s Gateway lobster pound was always our go-to when we lived in the northeast -dan

I’d forgotten about that jive. Doesn’t give one the warm fuzzies about the company.

The winglets extend the effective wingspan, which changes the loads on the spar, carry through, bolts, sheet metal screws, whatever. I saw one of these in terre haute last week. A CJ3. On the trailing edge of the winglet’s horizontal surface is another aileron, which acts to kill lift when some G limit or acceleration is exceeded. the company is Tamarack, and there was some controversy last year after an equipped CJ lawn darted. Company passed through bankruptcy but now back in the game, I believe. -dan

Power-off, and you’ve got the energy you’ve got. A little power on and behind the power curve, and you can take energy out of the mix in the flare. Simultaneously rolling in nose up trim and rolling out power works well for me. Learn what it looks and feels like on a big runway, obviously. -dan

flightaware understands wildcards. Try M20* as the type. -dan

I believe that a big part of the cost is filtration: the TKS fluid is filtered down to 1 micron or something. Are the inputs off the shelf filtered to the same degree? AccuChem TKS Fluid is produced by Express Chem in St. Louis, Missouri. Our TKS Fluid is filtered down to 1 micron before and after blending to ensure the highest quality product. https://www.tksfluid.com/ -dan

great point, Norm. I think I forgot to mention this. Landings are at lighter weight than takeoffs most of the time (duh - we burn fuel in flight!). however, book distances for t/o are much easier to achieve than book or less for landing - pilot skill and technique is much more influential in landing distances. For my situation, if the book says the plane will do it, I'm confident it will since the book is written for 280 HP, and not the 310 I have. cheers, -dan

Same. I have an apple watch and use it when I'm riding my bike and less frequently as a watch. O2 sat is something I care about only flying (maybe I should care more, but I don't), so there are good, dedicated devices for that. The nav function on the Garmin watches doesn't do anything for me. The eco drive is just perfect: E6B, charges itself, sets itself, just works. -dan

@carusoamyes, those are my videos that @Nick Pilotteposted. For the OP: I find it's no big deal if: i'm mindful of weight I set hard, non-negotiable limits on winds, density altitude (for NA plane), and weight i'm comfortable flying a <1.3 Vso final. I have a minimum pattern speed. I won't go below 80 KIAS until final I fly a wide pattern so I can be super stabilized. (3) is key. practice it. take your plane up and see at what speed it stalls in landing configuration at various weights. Understand that you *are* behind the power curve at 1.2 Vso, so practice slow flight at altitude in that configuration with power set for 500 FPM descent, and see what a difference pushing the nose down a hair does to your glide path. It is counter-intuitive and a very useful tool for managing glide path w/o chasing power all over the place. Big power changes on final get everything destabilized and are therefore not a good thing. Pick your days carefully. I cancelled a flight at LL10 today; 260 20G30 is not my cup of tea with a short, narrow 18/36 runway. This flying thing is supposed to be fun, after all. -dan

Why get a degree? Get the ratings and hours at a pro pilot training center like this or this with the option of college credit. If she is hired as an airline pilot, she'll have plenty of time to do an online degree, if that's what she really wants. But, she should be aware that there are presently, I'm told, 10,000 type-rated PIC turbine ATP's on the street. And there will likely be more layoffs after the government cheese goes away at the end of September. It is remarkable how COVID Fears and government reactions have destroyed the travel and leisure industry. -dan

....unless you need to depart IFR. Maybe not so bad now with the reduced flow out of ORD, but in normal times, there were indefinitedelays getting a release, esp if ORD was departing West. -dan

And... it’s not driven by the accessory drive on the fragile, expensive starter adapter. -dan

Hey Glen. Neighbor Dan from Hudson St. here will call a little later. Should be able to assist. Also ping @mike_elliott as he may know someone in Hoosier-land. i believe the MAPA Safety Foundation classes have been COVOIDED this year. another resource: https://themooneyflyer.com/cfi.html -dan

I hope they don't. It was a very competitive space last year with some strong incumbents. Now, it's hopeless. The trainer market was driven by the pro-pilot "puppy mills." They bought tons of planes (and parts). They are now dying or dead. 10,000 type rated, turbine, pic pilots are w/o work right now. After the Government Cheese the airlines have been living on goes away at the end of the month, that number is likely to grow. Many of the US "puppy mills" catered to Chinese and other foreign students. How's that looking now? There are enough trainer aircraft out there to satisfy that market for some time. -dan

Count me in -dan