exM20K

My WAAS 2009 Acclaim S had an older software which would not allow data logging. Current version does, and it is well worth an upgrade for that alone.

173 KIAS at 11,000. -3 KIAS every thousand on up. Maybe he picture will load from iPhone. If not will upload later

Joel, Thread hijack.... Can you tell me the reason for the high-altitude airspeed restrictions for FIKI M20TN's? -dan

This is what I do, too. For the OP: the windshield pumps are supposed to help prime the system. I'd run a few gallon$ of fluid through the system at high just to make sure it flows evenly and well. Bugs shouldn't be a problem as the slight pressure should be enough to push them back out. When I hit a bird, the service center, which does TKS installation, technician recommended running it on high until good, even flow showed - else risked dried bird goo in the holes. -dan

Did you get the system on and up to pressure before entering the icing? Did it ever clear? And, what did the tail look like. If you don’t get the system on and coat the surfaces early, it can take some time to clear everything. But you shouldn’t have that residual ice on the leading edge. -dan

None of mine are, and it’s near impossible to read the placarding at night -I had to pull th AHRS breaker before takeoff one night when it needed a reboot, and I had to get out the big flashlight to find it. So, I would want: trim, a/p, and AHRS at a minimum, when I get around to it, which will probably be when the days get short again

yes. it's commonly called a "pop-off" valve. it's a cylindrical piece about 3" x1" towards the end of the induction system. It's there as an emergency measure on most every turbo'd engine.

your shop should have or should be able to make a cover to replace the overboost valve. Fly with it removed, and see if it is the malfunctioning piece. The symptoms sound like it is, and it's a lot cheaper than removing and shipping out wastegate/controller.

completely agree - it can be mistaken for a lot of things. A voice annunciation is almost impossible to ignore.

That is a great feature to add. I believe the voice annunciation in the G1000 planes is a huge safety feature - "Check Gear....Check gear" plus the horn is way more effective than horn alone. Now, if I could only get her to shut up with the "Stall....Stall....Stall" stuff on short final at 1.25 Vso.

I once received a radio call on short final: "Mooney: Check your gear." It was up. I was so focused on the banner-tow plane doing a pickup parallel to me in the grass that I simply forgot. I suspect that a lot of gear-ups have in the chain leading up to them, a break in normal flow. I've no idea if that was the case here. -dan

LOL. The shop broke the factory unit, and two replacement Rosen's are less expensive that one puny factory visor.

Ok so here is the video demo. I think.

I don't/ Maybe I'll poke around back there tonight and see what's what.

yes - that is what theytold me at OSH last year. I'm just trying to visualize how this all works - together with a boom canula - without creating a forest of hoses... thanks

If anyone here uses an O2D2 with the factory overhead oxygen ports, could you tell me how you have rigged it: eg: is the unit dangling from the ceiling, tucked in a pocket, or something else? Thanks in advance -de

If you're referring to me, then, no: I don't believe so. I've not engaged in name-calling here, either. You have.

"I was just trying to relay some of my experience with operating a Mooney in ice." To what possible end? To encourage someone that "mooney's carry ice better than most people think?" That's great! Anti-authority: once you picked up ice, you were in known icing. My recollection of the regs was not that you were permitted to plow along until you reached the stall strips. I could be wrong, of course. Invulnerability - no, I could tell you about some of the icing encounters that I had during instrument training and other times that snuck up on me that scared the hell out of me. I had a healthy respect for ice. What I'm talking about is droning along in trace rime. No - you said originally: My rule of thumb was when the ice is thicker than the stall strips it is time to take some decisive action. Here's the definition of "Trace," since you are evidently ignorant of it: Trace Ice becomes perceptible. Rate of accumulation is slightly greater than rate of sublimation. It is not hazardous even though de-icing/anti-icing equipment is not utilized, unless encountered for an extended period of time (over 1 hour). Pray tell: how does "Trace" ice accumulate to 1/2 inch? Macho? I follow rules and ADM rubrics. I don't bust minimums. I don't fly non-FIKI planes into icing. If in unforecast, unreported icing in a non-FIKI plane, I'd immediately get the heck out of there. Here's part AOPA's section on "Macho." I've bolded the part relevant to this discussion. Macho Pilots must have a high degree of confidence in their ability to operate an airplane. Aviation is full of challenges: flight planning, decision making, computing, and navigating. Our training is designed to foster our self-image as competent, capable pilots. As aviation pioneer Beryl Markham wrote, "Success breeds confidence...." Each time we succeed in our flying, we have more confidence that we can do it again. Sometimes our confidence outstrips our ability to safely fly the airplane. Especially when we have a strong desire to accomplish a goal, we can fool ourselves into believing that we can do something that is actually stretching the limits of our abilities. -dan

You mean, like, ATP's, airline pilots, people who use an operations manual? the data do not support your untutored prejudice.

How about you read what I wrote. Your rule of thumb *is* illegal, dangerous, and barking up the wrong tree. I made no mention of what was legal in the 80's, but since you bring it up, the only part you claim not true in the 80's is the "illegal" part. Everything else was true, and I'm not certain about the legality then of droning along in icing. You misunderstand what icing does to the airplane and how it creates a very real threat of loss of control - often near the ground. To claim that 'Mooney's carry ice better than most people think' is dangerous and preposterous. Have you polled "everybody?" You evidently are not qualified to assess how well a Mooney aircraft carries ice, but I can assure you that the laminar flow surfaces do *not* carry ice well at all. And airfoil degradation is only one of the many risks that comes with icing. Think: pitot tube, control surface impingement, fuel vent plugging (not in modern mooneys, thankfully), the weight of the ice, and more. So let's use a well-established ADM rubric to evaluate your rule of thumb: Antiauthority: Check Impuslivity: Nope Invulnerability: Check Macho: Maybe Resignation: Check Suggesting to other Mooney owners, who may have little or no experience flying in icing conditions, that the plane carries ice better than you think, and I didn't sweat it until I had a half inch on the wing is horrible advice. Here's my advice after thirty years and 5000 hours of flying mostly in the Northeast and Midwest: in unprotected planes: stay out of ice. If you see any icing accumulating, get out: up down or turn around. Ice will form first on the tail and the nav light/strobe fences at the wingtips; sharp edges are the best early accumulators for most ice. Ice is where you find it. Some of the worst I've experienced is in the summer in the tops of clouds. If you see a "Glory" in an undercast you're flying over and the temp is below freezing - you're going to be in icing unless you find a hole through which to descend Flying in icing is stressful - even in the TBM. In a non-protected aircraft, it must be many times more so. Stress degrades ADM. Poor ADM raises the likelihood of a mishap. -dan

Your "rule of thumb" is illegal, dangerous, and barking up the wrong tree. Ice accumulates first on the horizontal tail. You do not have a good means to observe or measure it there, especially at night. Tailplane icing will lead to a tail stall if let go for too long, and a tail stall will make your plane into a lawn dart and you and your passengers who foolishly trusted you: dead. Did your rule of thumb contemplate the landing flap restrictions on FIKI planes? Please fly a FIKI plane if you are flying in ice or stay clear of it. It's not that hard to do. -dan

For sure, and being on the back side of the power curve makes it easy to bleed off excess energy I have a cheat sheet in my plane that tells me at a glance what my landing weight is, given people/bags and landing fuel, and what Vso, 1.3*Vso and 1.2*Vso are. The sheet also has the liftoff and 50' speeds at different rates. In the TN, there is a significant spread for low - high weights: 65/75 @ 2700# up to 77/84 at MTOM. I don't remember the 231 being so sensitive to weight on takeoff, but that was 10 years ago. Of course, now that I have the 310HP STC, all the takeoff charts are excessively pessimistic. Or, looked at another way: if the book says it's do-able at 280HP, I'm highly, highly confident it can be done at 310HP. -dan

serious answer: reports on this forum and mooney mailing list are that there is a significant speed loss. Take a FIKI M20TN, which is 5-10 KTAS under book and knock another 5-10 ktas off for VG's, and now you've got a TN- Bonanza that doesn't carry as much. I am based at a short field and would like the capability to take 1.3x 6 knots off my approach speed, but it's uninteresting if the speed penalty is so high. I'd be interested in any recent PIREPS on the speed loss. -dan

The salesforce would revolt: they couldn't sit on the wing at OSH.

Reasons to prefer the SR22: Often better useful load Interior is larger and better-appointed Reasons to prefer M20R: Faster Enjoyable to hand fly Not dorky there is a case to be made that G500 / GNS750 is a better package than G1000. This is an option for M20R but not SR22. The customer support community for the Mooney is a bit more ad-hoc than the formalized one for Cirrus, but it works. Don , Ted, MAPASF etc do a good job delivering training. In Chicago, look up Bob Werderich, who owns Illinois Aviation Academy at KDPA. he has M20R time. If it ever stops snowing, drop me a PM. I keep an 310HP AcclaimS at Naper Aero. -dan