exM20K

@Ibra have you checked the flow rate on your tail surfaces? As a sharper shape, they are more efficient ice collector than are the wings, but early and aggressive use of the system should keep the tail clean. -dan

Tax planning of this nature is best done with the assistance of a qualified professional who has E&O coverage. In Illinois, if they catch you "evading" use tax, whether or not it is a willful "evasion," you may be subject to 3x damages. And whoever rats you out gets a bounty. And snitches get stitches. And wind up in ditches. Or so I'm told. -dan

+1 on the check ahead for fluid. Dunno about refilling in-flight, though. A friend flies a Hawker with TKS, and the fill is inside the entry door. It is the bane of his existence, what with spills, dribbles, etc inside the cabin. The stuff is just plain nasty. It's generally not too difficult to climb or descend to a non-icing altitude, and the icing models are a big help there. -dan

There was a guy I met in the early 2000’s in Chicagoland who had a rocket with boots. I have no idea how he did that, and having flown booted twins for a bit, I’d never choose boots over TKS. CAV is the only source for TKS. -dan

Congratulations on your purchase; you have one of the finest configurations available IMHO. The icing definitions are all reference the capability of the systems to keep up, so they are not super helpful in general. Light in one plane may be Moderate in another. There are reference accretion rates in the definitions, but I'm not sticking around in icing to assess 1-3" per hour ice accretion. As for your question, I had a non-FIKI 231 for a while and commuted between NYC and Boston. It did fine, especially considering that many of the assigned altitudes were not open for negotiation. SLD is a no-go. Tops of cumulus clouds below freezing are abundant ice producers. I'm not really worried about a 20-30 minute exposure but prefer to climb or descend to get out rather than push $100 of fluid into the atmosphere. You don't say where you are located, but maybe go poke your nose into some icing with good, warm WX below and see for yourself. -dan

Rumors abound that Mazda will produce their concept car as the RX9, complete with a rotary, perhaps hybrid engine. Sign me up!

https://www.lx7aircraft.com/lx7-turboprop.html there is one for sale on controller 25% faster than an acclaim 3x the cost insurance? -dan.

Yes, they dew (see what I did there?). On our little island in Florida and across the bay on the mainland, everything metal is dew covered most mornings. That dew is salty. Evidence is the many older, parked-outside cars with paint corroding off the hood, roof, and trunk. Carrier has a separate line of compressors for coastal installation. OVERVIEW The Comfort series of air conditioners is designed to give you simple, efficient, affordable cooling. And with impressive SEER2 ratings they can still make you smile when it comes time to pay your energy bill. If you live within 10 miles of the coastline you may be aware of salt air corrosion. It can shorten the life of most air conditioners. This Comfort series model adds WeatherShield™ protection for superior sea coast corrosion resistance. The salt may be in a lower concentration inland, but your plane is is getting wet, then drying out daily. You’ll quickly see it in the rusty fasteners throughout, even the stainless ones. I’d do everything possible to find a hangar or at least a shade port to keep the salty dew off. I agree that covers are not a good solution, but cowl plugs will help to keep humid air outside of the engine compartment. -dan

Me too! Of course, the pics are upside down, sigh.

Good choice of plane for the mission. You’ll want a FIKI bird, too. Foreflight performance plus subscription has a variety of performance profiles. Adjust cruise down by 5% for the TKS drag, and you should be spot on. Fltplan.com should have some free profiles as well. Cruise speed and fuel consumption alone are much less useful than the full flight performance profiles including climb and descent. -dan

I don't have hard numbers, and it's been a long time since my plane had the STC applied. The difference is t/o and climb, and it is significant. I operate off a short (2550x30) strip half the time and fly my 740NM 90% trip usually at 16,000 or 17,000 following a 13-1500 FPM 130KIAS cruise climb. The book climb rate looks to be about 1100 fpm average to 17,000 @ 120KIAS. So for me the difference is significant and the cost insignificant for the benefit gained. If your mission is big runway, low altitude cruise to another big runway, then maybe not. -de

The Onan generators used on diesel pusher motor homes (I hesitate to call them RV’s for lack of disambiguation in an aviation context lol) are absolute tanks. They just work. However, the manufacturer specifies 150 hr oil and filter changes and 500 hour fuel and air filter changes. Maybe the fixed installations have longer service intervals, but if preparing for an extended outage, one would be well advised to have service kits at the ready. And ammo. it’s not going to stop working for want of an oil change, of course. -dan

@MikeOH consider that the puny turbochargers on my acclaim cost $6500 each o/h exchange (or somewhat less than that if someone here does you a solid ona spare turbo). I’ve no idea what they are new, but it’s probably $8-12,000. A PT6 of any flavor is many times more complex and has vastly more metal which can tolerate combustion temps. As for our expensive lawnmower engines, adding up all the components, and labor, put 20-30% manufacturer’s margin in there, it is not shocking to me that a new or factory o/h TSIO550 is on the far side of 100 AMU’s. I wish it were not so, of course. -dan

We freeze a coffee cup of water, put a quarter on top, and leave that in the fridge as a low-tech thaw monitor for when we are away for extended periods. -dan

Meh. Old, unsupported airframe. I'd be really surprised if O&N was able to retain the FIKI cert with the engine swap. From the 210 Expert Paul New Last but not least are the two outflow valves mounted on the aft pressure bulkhead. They are basically the same, except one is controlled with an electric solenoid and the other with pneumatics from the altitude controller. These valves have been out of production and support for a very long time. At least one company in Florida attempts to keep the community supplied with working units. The lack of new parts means they are limited to repairs, no overhauls, and mostly with serviceable parts. These two components are the ones that concern me the most when considering the continuing viability of the pressurization system on the P210. He did write this six years ago, and I don't know if a new solution exists. Silver Eagle << Jetprop at similar pricing. Your Acclaim is faster and has longer legs. From AOPA: The O&N pilot’s manual appears as a Flight Manual Supplement to the Cessna P210N Pilot’s Operating Handbook, and does not provide performance charts other than landing and takeoff data. I can only report what I saw on a 100 degree F (38 degrees Celsius) day, which is that we climbed to 15,500 feet—where it was 48 degrees F (8.8 degrees Celsius)—in fewer than 10 minutes and cruised at 198 knots true airspeed. Occasionally I saw 200 KTAS. O&N officials promise 215 KTAS at 16,000 feet in cooler temperatures. Turbine engines are temperature sensitive. I could be talked into a Jetprop, and we were *this* close after visiting with @Jerry 5TJ to see his some years back. -dan

Maybe that would be a useful drill or demonstration at altitude: power off in t/o configuration and 50’ speed. How fast on the push is fast enough? How quickly does airspeed bleed off if you do nothing? and on a long body with rudder set for t/o, “push” also means left rudder. -dan

At my Illinois home drome, an impossible turn is *not* part of the takeoff brief for this reason. Departing a short field, usually with a full bag of gas, into the wind means a heavy, downwind landing attempt. There are better options. -dan

A shop tech broke my pilot side visor some time ago. It was less expensive to replace both with Rosen visors than to purchase a single factory one. I haven’t seen @DonMuncy’s visors, but I would expect them to be better suited to a Mooney cabin than are the Rosen visors, which are about 25% bigger than they should be. I did keep the factory right side visor, should anybody want a less expensive alternative to the factory new one. -dan

Mr. Market agrees. Outside of ag application, meat missile lifting, and FedEx feeder type of freight duty, they haven’t gotten much traction especially in the owner-flown market. If you need to lift a bunch of stuff and fly it over short distances at high frequency, they excel. But that is not a typical owner-flown mission profile. -dan

FYI, I have a core that can be rebuilt by Safe Flight, potentially saving the 30+ days of downtime. PM me for details. -dan

And just like that, this pops up on my youtube feed. Complete with a damaged mooney that appears to have floated out of its hangar.

Coriolis force. There is little it cannot do.

For anyone with a hangar in the path of this storm, and it is progged to maintain at least TS winds all the way across the peninsula, it would be worthwhile to check the security of all the hangar doors in your building. People are often inattentive to the importance of throwing the bottom pins on sliders or bi-fold doors and side latches on bifold doors, and if one door fails, the likelihood of the whole building being lost goes up greatly. -dan

I find the flashing red indicator on takeoff to be a real conversation-starter for new passengers. -dan

I had mine done at JA Aircenter at KARR in 2017. Dunno where you are, though, but any good CMI-experienced shop should be able to do it. I have the JPI slim-line tach, and it is unobtrusive. JA is a big Garmin shop, and at the time, I believe it was not possible to change the redline on the G1000 indicator. The *most* important part of the installation is to get the fuel system set up right. When it is, it runs like a swiss watch. When it is not, it will give you fits. Note the two entries for the TSIO550G in the attached. Use the top one. -dan M-0 Chapter 6 fuel set up.pdf