exM20K

@ilovecornfields great stuff. In addition to knowing what fields are reachable via FF glide adviser there is one thing I do religiously before IFR (actual IMC) departures from my home drome: field is short, so if something goes wrong on departure, return to field is a not-great idea. I do put the LPV approach for a field that is a straight-in 10 miles or so from home drome into the G1000 flight plan. I don't activate it, but if needed, it's a couple button presses away from steering me to a big rwy with a great approach. En-route, I delete it from the flight plan and continue normally. loading a departure alternate in a stressful situation is not something I'd want to do. -dan

Look at airspeed indicator: 133KIAS = ~ 158KTAS at 9500'. Sameas Aspen calculates for TAS under the tape.

The missing bits, so far as I'm aware, are: 1) unable to handle approaches without glidepath angle and 2) ADS-B weather won't display. (I believe this to be the case, but I haven't tried yet) (1) is not a big deal as I know of no airports that this would exclude. (2) is not a big deal as I run FF with stratus and have XM weather. -dan

https://www.12news.com/article/news/pilot-in-deer-valley-plane-crash-reported-rough-running-engine-minutes-after-takeoff-report-says/75-dffe37a9-3dea-4b37-a86a-b0cd84c7abab No update on his condition. Rough running engine could be a lot of things. It was very hot that day, and the plane had reportedly sat outside, so fuel vaporization will surely be looked at. -dan

In: Dan and Paul. May be able to help w/ ground logistics again.

This is why I hesitate buying a PA46: I'm spoiled by my 310 HP Acclaim S, which cruise climbs 12-1500 FPM into the mid to high teens. Pressurization and radar are on my wish list, but 40 minute climbs aren't. P46T like yours would be perfect, but without Jet-A on my home field, logistics get goofy. -dan

If you have handicapped credentials, there are many close-in handicapped spots. -dan

Update on pilot's condition: https://www.msn.com/en-us/weather/topstories/pilot-in-deer-valley-plane-crash-still-fighting-for-his-life-wife-says/ar-AAD9iGN?ocid=spartandhp Prayers up for a successful recovery, the challenges of which I cannot imagine.

@gsxrpilot Paul, doesn't the O2D2 get hot sitting above the heat inlet like that? My 231 could toast marshmallows when the heater was on. I'm still trying to find a semi-permanent place for the unit, which is much more difficult with the ceiling-mounted O2 ports. -dan

No handy slot to blast them, unfortunately.

Find someone “upgrading” to a pressurized plane. That’s about the only reason I’d sell mine.

It allows me to get the nozzle straw down into the tail and spray around, getting the jack screw, the pull-ups, and all the untreated stuff in the tail Excess fluid will be pushed backwards in the air on on the ground with the way the long body sits. I haven’t seen fluid forward.

2/3 of the way back up against the tail. Pics will prolly be upside down, but maybe Anthony will fix them for me This is the left side looking forward. And yes, I did put the screwdriver away

11 years using TKS extensively for four of those years commuting 50 hours/month NYC-BOS. No corrosion. 3 years with the Acclaim, previous owner was KDET - based and used it as much as I do. No corrosion. DMAX did suggest spraying some Corrosion-X in the little slits on the horizontal stab after use. easy to do, and I do. -dan

Strange - they used to have a list of installation centers on the website. That link now goes to a redirect. The google machine has a snapshot: https://webcache.googleusercontent.com/search?q=cache:0AXNumqp1bUJ:https://www.caviceprotection.com/content/tks-installation-centers+&cd=1&hl=en&ct=clnk&gl=us My 231 was done at Shoreline aviation in Marshfield, MA some 22 years ago, but they are no longer on that list. -de

The fuel tank in the DA40 and twins sits between the two wing spars, which are massive and each capable of supporting the aircraft. Additionally, all fuel lines are braided steel, and none run through the cabin. So there is a lot of passive safety. engineered into these planes, and to my knowledge, there has never been a post crash fire in one. it is not great that two nearly new Acclaims ( this one and the one that Richard parked next to a boat in Lakeland) have burned after a forced landing. -dan

Thanks for updating the post with your choice. It sounds like you made a careful, thoughtful choice, and I hope your purchase goes through w/o a hitch. -dan

Ditto. I hope your friend will soon be able to join us here to recount what happened. -dan

The voice on the radio did not sound like his. -dan

Could be, and here is the POH checklist for fire in flight:

@LANCECASPER the factory does th stall series at 45” and 3100#. I’d be very interested in a book vs VG Vso comparison. Also cruise speed loss. I’m in the same boat with a short field and have been agonizing over this for months. Thanks in advance. -dan

Amen., but.... here's another scenario applicable to me: Plane is almost entirely business / maintenance / currency use MX is based on tach time Depreciation, such as it is formulaic, is based on tach time Consistency is very important with respect to tax records I have enough time logged that I'm not logging for ego or insurance therefore, I record tach time. -dan

http://archive-server.liveatc.net/ksdl/KSDL2-Twr-Jun-11-2019-2130Z.mp3 3:42 gets squawk ~7:45 freq change http://archive-server.liveatc.net/kphx/KPHX-App-Satellite-Jun-11-2019-2130Z.mp3 7:54 checks in cleared to 6000 8:52 310 heading 9:45 cleared to 8000 10:18 freq change to 119.2 only 16 seconds on that archive. Shocking how quickly a normal, Day VFR flight can go bad. Prayers for his recovery.

listened to Live ATC, and all sounds normal as he's handed of to departure and cleared to 8000. That archive has only 16 seconds, so no clue there. -dan

Back to the original post...... i would focus more on total cost of ownership and fit for your 80-90% mission than purchase price. reliable use in most parts of the country almost demands icing protection, with FIKI preferred. Turbo is useful for opening up more of the sky for ice-free tailwind-enhanced flight. A/C is less desirable to me. The falconry units in the TSIO550 put a lot of load on the accessory drive. My shop reports that Mooney, Cirrus, and Columbia units are getting maybe 600 hours out of the drive, and replacing the seal requires pulling the engine six inches forward. Your mission sounds like a good fit for a turbo Mooney. If you can find a FIKI Encore, jump on it. Early Acclaims will be in your price range, and Bravo’s will give you some change back. Both can handle your family trips if you down-fuel and maybe make a feel stop anything with six seats and/or pressurized will be a high TCO undertaking for insurance and maintenance. I have 5000+ hours, and rhe insurance quote for a PA46350 was almost triple my Acclaim. Turbines are nice, and setting aside the cost of money, the SETP”s are very low in TCO terms. However, minimum cost for a PA46T is going to be a half million over your stated budget, and assume a loan at 5%: that’s $25,000 a year in interest, which is pretty close to my operating cost in the Acclaim at 150 hrs per year. one interesting option to consider if you’re willing to maintain an older, pressurized airframe is the Vitatoe turbonormalized P210. http://www.vitatoeaviation.com/centurion-tn550-introductory-pricing/ I have no experience with these, but people reportedly love them. If you’re willing to undertake a project, you could put together a sweet ride. If you want turn-key flying with factory support, buy a turbo Mooney. -Dan