exM20K

I hadn't considered this: bike ABS compares front and rear wheel speed for traction loss - not so on turning aircraft - but don't Eclipse and some of the smaller cj's have it? Obviously a different price point (though not by all that much vs new Mooney :-) )

At the excellent Mooney Summit, I asked Kromer and Hawley individually why no light piston aircraft have an ABS option? It’s pretty much standard on any new car, both my bikes and my RV have it. Components are light, cheap and reliable. And the benefits, especially on contaminated and or short runways would be huge. Nobody had a good answer. -dan

https://taturbo.com The Cardinal TN is a pretty good performer. Website not so great.... Def easier to get in and out than 182. -dan

Paul, I have no direct experience with the Precise Flight unit, but I believe Mooney was shipping them with new airplanes for some time, so there shouldn't be any issues. I weighed the extra cost of 2 PF units vs the low likelihood of battery depletion (O2D2 gives good warning, and I carry a spare set of batteries) and landed on the O2D2. -dan

contact Mooney customer support or any good MSC. There is an approved procedure to close off some of the holes in the heater box on the firewall. I did this in my Acclaim, and it made a huge improvement. -dan

Maybe this is your best choice. IIRC, you are in SoCal. In addition to mountains and water, I’d consider the densely populated sprawl to present a significant hazard to a safe dead stick landing. But I’ve done no flying in the area, so WTHDIK? objective operating costs here https://www.conklindd.com/CDALibrary/ACCostSummary.aspx HPSE $200ish. Multi piston high 300’s. And the Duke checks in at >$700/ hour. purchase price is less important than and a small part of TCO. Twins are not easy to sell as compared to singles. -dan

that should be sufficient. They told me their recommendation is to replace the TCM 100A unit with an aftermarket one that makes full power at lower RPM. Maybe same deal w/ bravo? -dan

What is the alternator output on the Bravo? -dan

Interesting anecdote perhaps: I use Camguard in W100 no plus. I haven't measured and recorded the time, but it feels like the engine "makes oil" more slowly after I fly. I can take more than a few days to come back up to full. A few hours after flying, dip stick says 6 qt. +2 days: 7qt. +1 week, 8qt. Plane's getting an oil change right now (without Camguard). I'll try to measure the oil making rate before and after Camguard when I get it back from DMAX. -dan

I have one of these and hope never to have to use it. it rides in the map pocket by my feet. -dan

https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20150910X75635&AKey=1&RType=HTML&IType=LA This is the fatality in a M20TN going to PPP. Was discussed at Mooney Summit. During an examination of the oxygen system on the airplane, a fitting, which connected an oxygen line to a regulator on the tank, was found loose and could be moved in both directions by hand without resistance. The oxygen system was serviced with oxygen 5 flight hours before the accident and had a capacity of at least 11 hours of oxygen for pilot-only operations; however, it is likely that the loose oxygen line allowed oxygen to escape and drained the oxygen canister more quickly than the pilot expected. Therefore, although the pilot was found wearing an oxygen mask, given the high altitude the airplane was at for the duration of the flight, the pilot's failure to respond to controller contact, and evidence indicating that he would have had reduced availability of supplemental oxygen, it is likely that the pilot became incapacitated due to hypoxia. The airplane's continued flight at 25,000 ft msl and its descent profile were consistent with the airplane operating under autopilot control and then descending to water impact due to fuel starvation. -dan

This Dan hasn't been all that helpful to you - except maybefor selling you a super clean Cherokee back in the 90's Don has been super helpful to me as well.

It’s less about financial assistance and more about a gesture of caring and concern. No go fund me campaign is likely to even make the financial needle quiver with respect to insurance proceeds, but it must be gratifying to know your friends and customers care and are thinking of you. -dan

I was told OH/Exch would be longer. Maybe that's what your A&P is trying. -dan

Turn around time from Garmin on my GTX33 to GTX33ES was under a week. Job was finished yesterday.

David, Speedbrakes will kill 20 KIAS in level flight at cruise, so it's hard to imagine you have an aerodynamic cause. Speedbrakes are big and situated for maximum damage to airspeed. Try a 3 way GPS test like this one and see where you are reference book best economy or best power. I'd look carefully at pitot static system. Good luck. -dan

so that's vs: 57 KIAS in an Acclaim S. 1.2*5 KIAS is 6 knot reduction in 1.2Vso VREF. Is the float factor 100 or 200' per knot? -de

Have you done a careful, slow GAMI lean test, noting the FF where rack cylinder peaks? If they are close, then I would suspect an ignition problem: mags or harness. Actual EGT number is not meaningful, and it is normal for the rear cylinders to be higher since they are exposed to the other two’s exhaust going by. This is what mine looks like at peak while leaning: Er standby. Tapatalk won’t let me upload a picture..., fixed it. I find that taking a picture of the display helps leaning to at least 50* LOP for each cylinder. Usually this requires 65* LOP TIT as #5 runs a little richer than the others -dan

Or maybe the downside of lots of short field landings... I swear: I never heard a skid. But the evidence is hard to refute:

Present. About 120 feet. If you ever have an opportunity to live with your plane, do it!

What if things go bad? As a seller, I’d want a signed purchase agreement and substantial deposit in hand, not with an escrow agent. The purchase agreement should state that buyer and seller will agree on how to remedy any airworthiness items. If they can’t, seller returns deposit. But what if buyer complains about rusty screws and a stain on the seatbelt and demands seller make these repairs? All while the plane is somewhere else? Seller is in a bad position. suppose buyer flakes out, goes dark, and doesn’t pay the shop that did the prebuy? Now your airplane is somewhere else, with a mechanic’s lein on it. Ugh. Escrow agents will, in my experience, almost always return a deposit if a deal breaks. Id suggest finding a local Mooney owner and ask him or her who wrenches on their plane. -de

I think you're right.

My recollection is that someone from the Mooney list was working with his widow some time ago to work on publishing rights, but I guess that never happened. -dan

I’m kinda like you. Couple thousand hours in a 231, sold it in 2008, and bought the Acclaim in 2016. They fly differently. Get with @donkaye or another qualified instructor. Where are you located? I’d be happy to fly with you in Chicagoland. -dan

WAAS units, too.