exM20K

https://www.mooney.com/wp-content/uploads/2020/12/SIM20-133.pdf applies to the long body planes, but perhaps can be used for ferry permit or something. -dan

His InReach feed is here. https://share.garmin.com/pwnel doing a lot better than flight aware estimates!

Might deserve its own topic, but being discussed here

Yup. Roughly 1200FPM @ 130 KIAS, or 1500FPM @ 120 KIAS. Puts a grin on my face every time. -dan

Looks like an improvement once he turns the corner Average 8kt headwind for the whole trip. -dan

In his blog, he shows a 100G turtle pack bladder. Undisclosed is the number of travel pee bags or little john's onboard. -dan

How about 14.3hrs and 1866NM in a 231? https://www.flightaware.com/live/flight/N5810T/history/20240805/1800Z/PADK/RJCC Alaska to Japan. Impressive. Heck, getting it from NJ to Alaska is itself ambitious. He's got a blog here: https://www.pieternel.net/rtw/ -dan

And then you die. -dan

I know of 2 in long body money aircraft http://www.kathrynsreport.com/2012/03/mooney-m20m-n400de-what-happened-next.html and the acclaim on the way to a MAPASF PPP in Atlantic City. http://www.kathrynsreport.com/2017/10/mooney-m20tn-acclaim-n370mm-fatal.html It happens. I limit myself to FL180 unless there is a compelling reason to go higher. -dan

For my acclaim, it was a no-brainer to do it. LL10 is short, so the extra power gets the plane off the ground significantly faster. Full power climb is simply astonishing for a piston single. Acclaim Type S prop didn’t need to be changed, so the all-in cost was more like 5 AMU’s. I probably wouldn’t do it if a non-run-out prop needed to be tossed. my 90% trip is 750 NM typically flown at 16 and 17,000, so the time-to-climb difference is significant. If you operate off a short strip it adds a margin of safety, and I can out-climb my engine-out descent rate by a lot, which potential energy becomes my second engine should #1 fail. But if operating off long runways with no excursions into the teens, It may not be worthwhile. If looking at two candidate aircraft, one with the STC, all other things being equal, I’d take the 310 as it’s a free option. You can always fly it per the original POH, and you’ll be glad to have the extra 10% power one day when departing high, heavy, and/or short. -dan

+1 on the PROTE session. Know your symptoms. mountain high used to sell a set of 8” O2 bottles with a regulator and over-the-nose/mouth mask. Can’t find pics online. Their supplier for the bottles went out of business, so that product is no longer available. Pity. I still have mine standing by in the right map pocket. Boost would get you down if you’re aware of your symptoms and act quickly. My O2 setup has the most points of potential failure of any system on the plane, and I monitor it accordingly. I’m in pretty good shape (1-5 bike rides weekly from 15-25 miles), but in the PROTE chamber, I was useless and playing with yarn long before some of the younger guys quit doing differential equations. - dan

Great stuff, and what an adventure. Welcome to MooneySpace. I totally agree with the impracticality of Gatorade bottle, travel John etc when wearing a Gumby suit. The Diamond ferry pilots bring the planes over from Austria would wear adult diapers. Like having a potty in the plane, wearing Depends eliminates the bio-anxiety. And as with the potty, absent “gotta go” anxiety, it is rarely necessary. Further, willing away 20-50 years of conditioning and letting go into a diaper would be really, really difficult. -dan

This has been my way, too. Primary nav/wx/traffic is G1000. The iPad is in a portfolio-style case between my calves and the seat front. It comes out to run a checklist, do an approach, or check weather at individual airports. These are things it does better than G1000. -dan

I doubt the 1 Knot = 100' of landing roll rule of thumb extends that far, but if so, you're looking at an extra 2000' of runway. FIKI planes are limited to takeoff flaps only after an icing encounter and minimum airspeed of 130KIAS. Obviously nobody comes over the fence at 130 KIAS, but the partial flaps restriction means I'm adding 15 knots to my over the fence speed, which can get up towards 90 KIAS. I've done that a bunch, and it's NBD with 4000' of runway. Example. I tried to count the stripesafter the thousand foot marker. looks like about 3200' to taxi speed, and that was likely with minimal braking. -dan

Right. Otherwise, there is no way to access the connector for the stall warning switch w/o drilling t(e rivets.

Yup. My FIKI Acclaim has the rivets, and as an added bonus, the leads for the stall warning are zip tied tightly to the TKS supply tubes. Which, themselves, have almost no service loops. At least the stupid expensive heated stall warning sits on top of the TKS panel. -dan

It’s a very simple to do, but it’s much easier with two people, one to run the airplane and the other to observe the readings. If there are any cirrus shops around you, they should be familiar with how to do this. For what it’s worth, the shop in Apalachicola has done mine very quickly and successfully. -de

Really the best way to get comfortable with this is to practice slow flight at altitude in landing configuration and power. You should be able to maintain 4-500 FPM descent rate at 70KIAS mid weight. Experiment with power changes, and you’ll see that while IAS does go up and down immediately, the plane returns to trimmed airspeed very quickly. You’re in the region of reversed control here, so pitch up increases descent rate and pitch down decreases it. I really try not to mess with pitch but am pretty aggressive with power changes. None evident on this flight because it was dead calm. -dan

This 100%. Our runway 36 is 2300’ and has a 3.7* VASI. Oh, and it slopes down at 0.12%. Trim for 1.2 Vso, 11-13” MAP depending on weight and wind, don’t touch anything until the ground effect, and sometimes it all works out great. @Shadrach, With the steeper approach path, I do need the full 1.2x to arrest the descent rate. Ask me how I know, lol. I didn’t know my wife was going to be out videoing my landing after my 7 hours of flying Thursday, but I’m glad she did. Put on a bit of a landing clinic :-) -dan

Agree. I think that's what I had in my 231. -dan

Sporty’s posted this a couple of days ago… https://www.sportys.com/blog/whats-range-portable-aviation-radios/ The article includes a link to this switch Maybe they will have a smoking deal on these at OSH -dan

Agree, and when Sirius/XM finally decommissions the old XM satellites, those of us who own legacy GLD69A datalink units will see what the two companies are made of with respect to subsidizing a transition to the newer Sirius units. -dan

Do you have a link? Unless normalized by cycles/hours flown/fleet size over the survey period, the numbers don’t mean much. -dan

Many (most?) transactions of this nature are done as asset sales rather than stock sales for just this reason. The liabilities don’t convey in an asset sale. Some will decide the customer goodwill and company reputation warrant performing on the previous company’s promises. Some won’t. -dan