exM20K

Yowza! I elected to hop on the germ tube for a Chi->DFW three-day meet this past monday. The PAX I was to pick up nearby had the flu, the weather mid-week looked challenging, and I *had* to be back Thursday. That's an easy three strikes. One of the biggest go/no go challenges I find is mid-range icing forecasts (2-3 days). I wound up looking the soundings model forecasts on Windy.com. I'd probably benefit from the live seminar in this area. Will you be doing any live seminars again? Or is there one of the for-sale webinars on your site that would cover this? -dan

When my 231 got to that level of oil consumption, oil was very evident on the belly and the tail tie down ring. It is a lot of oil. So if it is getting burned up, I’d check the turbo seals and get a good look at the cylinder walls. While it’s unlikely that the walls are glazed at 1200 hours, there could be one or more that have surface corrosion, which would account for the oily plugs and consumption. -dan

This is an excellent idea. I usually align heading bug with runway heading and hit the Go Around button so that the command bars give me Vx pitch on climb out. I guess it would be a 2 button push for me... FLCH & AP. -dan

Not that I’m aware of. I do have the most recent software, I believe. Will try to update this post with software version number later this weekend. -dan

Not sure, but that’s the word I’ve gotten from Super-AME Dr. Bruce Chien

Just got my crisp, new 3rd class today. Yay! surrendering the old one which has been in my wallet for two years got me thinking: It was in really bad shape. The Feds don't want them laminated, and the certificate just gets all beat up in my wallet. So... why not just keep it in the plane? I really don't fly any other planes currently, so is there really any downside to leaving it (and maybe my pilot's certificate) in the document folder in the plane? I can't think of any obvious reason not to. -dan

On my 231, I lost a copper nozzle. One thing to be alert for is letting the tether for cowl plugs slip between the back of the spinner and the front of the cowling. It can get hung up on the nozzle. -dan

I flew some in this plane when @MooneyMurph owned it (Hi, Jim. Still here?) The new paint and panel look great. My distant recollection aligns with most power increase mods: most evident benefit is in T/O and climb, especially when high/hot/heavy. -dan

Not when operated LOP ;-) Bravo and acclaim guzzle tons of fuel in the climb, and there is plenty of leftover, unburnt fuel to make CO in that flight regimen. Both my Mooney’s have shown 30 ish levels of CO in taxi and climb. No biggy for me. -dan

A 120 KIAS climb in a 310HP Acclaim will get 12-1500 fpm climb all the was to the flight levels, which means that for the entire climb and for some distance after, a return to the departure field is easy-peasy. Very nice capability to have for sure. Even the stock Acclaim covers 42 nm in a cruise climb from SL to FL240. Glide is > 2NM / 1000 feet of altitude, so there you are... -dan

Someone considering using this fluid may want to check Ph and specific gravity against the spec. Those, I believe would indicate if it’s ok to use. Spec is on DW Davies site somewhere. -dan

Lol. one of the design challenges that's obvious is one that Mooney faces in trying to get more useful load: where to stick the nose gear? Hence, the tacked-on housing below the cowling. Ugly and perhaps will be refined before production. -dan

thanks. i knew something sounded wrong about 285....

285HP is stock. 310HP is an STC owned by Bob Minnis. Stock redlines at 2500RPM. STC redlines at 2700. -Dan

Mine set itself free a few weeks ago. Local shop had no problem finding one: 880024-003 $78.55 If you'd like to know where they got it, PM me. -dan

Diamond is about to find out with the DA50 -dan

No pictures from this morning's flight, and it was all of .1 or .2 on the tach: LL10 to KARR to get a COM antenna replaced. 310HP Acclaim with only 30 gallons on board, on a windless, bright 12* morning. Climbed out like a homesick angel, traversed the snow-covered landscape, and touched down with barely a bump. What a way to start the day: a memorable 6 minute flight. -dan

With great sadness, I'll agree with this. It's a great time for those who can afford a SETP. -dan

The flight you describe is basically the same in the Mooney. Yes, we have to put gear up and down, but Cirrus pilot has to unpin and re-pin the parachute. One big difference: I climb and cruise way faster. Ramp appeal is very different. My acclaim was recently nestled into a tight MX hangar in front of a new SR22T. That plane stands much taller, is much wider, and the two doors are more welcoming than crawling into my Mooney cave. The plane feels more substantial to the non-pilot, and Mooney really never has an answer for that emotional comfort level on the part of the non-flying SO. Maybe Mooney had the right idea with the to doors, but perhaps too little, too late. -dan

we rented this on Amazon last weekend. It is beautifully produced, and the content was OK for me but better targeted at new or non-pilots. Happy to support a GA-boosting film production effort in a small way. -dan

at the risk of going "political..." The Wayfare decision makes life very difficult for small to to medium e-commerce vendors. The giants like amazon can comply. The rest of us, not so much. Smaller operators will suffer: pre-register with various states accounting nightmare - not just state, but also local taxes personal liability for sales tax "owed." No Bueno for eCommerce via not large internet sellers -dan

The service bulletins and other support doc are served up from hubspot.com Dunno if their website is hosted on hubspot cms In my day job, we use hubspot for both, and it ain't cheap. It's good, but a zombie company will not be on hubspot for long -dan

my money's on idle speed, too. -dan

Beating a dead horse here - sorry. Cirrus has the profound need to promulgate and deliver transition training to buyers of new and used planes. all vintage of airframes were lawn-darting and burning up at a frightening rate prior to 2010 (?). The training program has made tremendous progress in reducing the accident and fatal rate to at or below peer group rates. No doubt this is expensive for them, but it saves lives, protects the company from litigation, and generally sends good "feelz" about the brand. Buy a new or used cirrus, get transition training free. https://cirrusaircraft.com/embark/ QUALIFYING FOR CIRRUS EMBARK Cirrus Embark is offered complimentary to pre-owned Cirrus buyers. A short questionnaire is required as part of your enrollment into Cirrus Embark. This questionnaire is used by our Cirrus Flight Training Advisors to determine if you meet the simple qualifications below: Must be the direct owner or designated pilot of a pre-owned Cirrus aircraft. You must be the direct owner of the pre-owned Cirrus aircraft to qualify. Indirect ownership, such as a flying club, does not qualify for the Embark program. Owners who are not pilots or currently undergoing pilot training may designate one personal pilot for enrollment in the program, provided they meet all other qualifications. Training must be conducted in the pre- owned Cirrus aircraft qualifying for Cirrus Embark and the aircraft must be in legal, airworthy condition. One Cirrus Embark training per pre-owned Cirrus aircraft purchase. For each purchase of a pre-owned Cirrus aircraft, only one direct owner or designated pilot may take advantage of the Cirrus Embark program. Must apply within one month of purchase and complete the Cirrus Embark program within two months of enrollment. Direct owners, or designated pilots, of pre-owned Cirrus aircraft must enroll into Cirrus Embark within thirty (30) days of aircraft delivery. Once enrolled into the program, the owner or designated pilot must complete the training within sixty (60) days. Must be used to complete Cirrus Transition or Differences Training Course. Cirrus Embark is designed for owners with little or no experience flying a Cirrus aircraft. Therefore, the training syllabus follows a strict lesson flow and is not meant to accomplish a flight review or instrument proficiency check. At Cirrus Aircraft, training is at the forefront of how we transform safety in aviation. Great pilots are always learning and we look forward to being part of your Cirrus Life. Welcome to the Cirrus family.

FWIW... One of the ferry pilots that brings diamond twins over told me they wear depends under the Gumby suit. It seems like a sensible solution, but good grief: how difficult must that first pee be, what with going against 40+ years of conditioning? -dan