AndyFromCB

Clearly your fault, you didn't wipe your leading edges with Rain-X ;-) On a serious note, freezing rain shows up just fine on aircraft radar, why did the PA46 go down. If I'm flying a radar equipped aircraft (only way I deal with serious IMC these days), my OAT is +2 or below, I see anything on the screen at my level, I'm GTFOD.

I spray RV Antifreeze before I leave my aircraft if I'm not going to hangar it and there is potential for frost and then spray again before flight if I'm departing same day. If staying a couple of days, then I generally pay for a heated hangar on my last day in the mountains. Clearing frost/ice on a Cessna sucks big time.

Even if it made a difference, the outcome would be even worse as you'd end up with a bunch of runback ice entirely destroying the shape of the airfoil. Last thing you want is super cooled water not freezing on the leading edge and running back on the wings surface where it would promptly freeze. That's all that Rain-X would accomplish, if it actually worked. But it doesn't even actually accomplish that on a car standing still if you look at the video Jose posted. The ice still forms on the windshield, it's just makes it easier to remove. I'm also rather suspicious of the video, as there clearly is water underneath the ice, so looks to me like someone first run the defroster first. I landed my 206 with about an inch of ice on my wheel pants two weeks ago in Driggs, ID. TKS took care of the rest, but even that wasn't pleasant as the whole airframe was vibrating from the landing gear being buffeted by rough, uneven shape of the ice. Nose wheel was ice free due to prop spray.

Had Global handle a hail claim for me. Great adjuster that not only cut the check, but organized the repairs with a great shop and stayed on top of everything from the start.

https://www.ajg.com/industries/aviation/ They used be Nation Air, got folded into a larger organization. Still as good as ever. Had two claims over the years, both hail related, have nothing but good things to say. Annually they present me with all the options from all the carriers willing to insure me. Good people.

https://en.wikipedia.org/wiki/Dunning–Kruger_effect In the field of psychology, the Dunning–Kruger effect is a cognitive bias wherein people of low ability suffer from illusory superiority, mistakenly assessing their cognitive ability as greater than it is. The cognitive bias of illusory superiority derives from the metacognitive inability of low-ability persons to recognize their own ineptitude. Without the self-awareness of metacognition, low-ability people cannot objectively evaluate their actual competence or incompetence.[1] As described by social psychologists David Dunning and Justin Kruger, the cognitive bias of illusory superiority results from an internal illusion in people of low ability and from an external misperception in people of high ability; that is, "the miscalibration of the incompetent stems from an error about the self, whereas the miscalibration of the highly competent stems from an error about others."[1] Hence, a corollary to the Dunning–Kruger effect is that persons of high ability tend to underestimate their relative competence and erroneously presume that tasks that are easy for them to perform are also easy for other people to perform.[1]... On the other hand, it is by learning nothing that I stay young

I mean, once there, what are they going to do to you?

It's 72 but results are not typical, quantity and quality may vary depending on stock availability, no rain checks, "virgins" might actually be manufacturer refurbished models.

I disagree . Cruise speed does not matter one bit, 100knots, 200knots, 300knots (don't know about 400, never piloted anything faster than 300). You're just sitting there. I don't see how an Acclaim gets close to piston Lancairs? In what sense? Cruise speed? Or being a death trap? It's no more a death trap than an Ovation or an Eagle. Nothing happens any faster where it matters, being take off or landing. All 3 use the same speeds. 75knots is not much faster than a Cessna 172 on final. Lancair IV is 95knots on final aircraft. Maintenance costs will be pretty much identical and fuel flows can actually be a bit lower than Ovation for the same speed if you're willing to fly at or above 12,000. An Acclaim will happily do 180knots on 13gph at 12,000 vs 12gph in an Ovation (assuming the Ovation can actually hit that speed at 12,000 LOP). Go higher and it's actually more efficient. Maintenance costs will be fairly identical to an Ovation overall, maybe few dollars more per hour for turbo components overhaul, but if you run it LOP and cruise under 16gph, I don't see how you put any more wear on the cylinders than an Ovation.

Having been in a pickle once or twice, wondering whether or not I was going to make it out alive, I assure you, is not enjoyable at all. And you're right being dead is not the worst thing that can happen. Surviving a crash with 80% third degree burns all over your body, or worse yet, your loved ones, is considerably worse. "I don't care if it rains or freezes as long as I have plastic Jesus riding on the dashboard of my car" is no way to go thru life.

Yes, but that's 175 knots indicated in a long body so you're not really running into that issue unless you're descent or all out cruising at sea level. In cruise at 8000ft, you'd have to be doing over 210knots for that be an issue and I don't know of any Mooney capable of doing that even all out.

He mentioned the Lancair Legacy. IIRC the Vne is somewhere around 275knots on the standard fiberglass airframe and nobody has ever found it on the carbon fiber airframe (it's been dived in excess of 350knots indicated with no ill effects). And being that M20 airframe are not exactly falling out of the sky, I don't see why that's really a consideration other head bumps. My concern with Legacy is what happens when the fan quits turning. None of the Lancairs or Glasairs ever struck me as the kind of airplane I would like to find myself in without an engine producing power. Supposedly Legacy stalls at 61knots but I think it's wishful thinking as the only one I've ever been in had the owner cross the numbers around 90knots. That's about 20knots faster than a long body M20M airframe. And those are scary numbers even in the flatlands.

I don't think you'd be burning off anywhere as much as that on a 3368lb airframe. The climb to FL260 should take about 7 minutes with a PT6-135;-) Or not as it torque rolls into the ground. There is a reason why the TBM has 14ft tall tail. Meridian burns off about 26gallons to make to FL250 with decent ATC cooperation.

And a 8 year old pilot at most: 900lb useful (about average for an Acclaim)- 780lb of fuel - 56lb of TKS fluid = leaves you with 64 lb for the pilot. As to the liquid cooled TSIO-550, IIRC the engine was half baked, lots and lots of coolant leaks, at least on the 414A conversion.

I also like to turn off altitude hold, ask for a block and switch to pitch mode and just maintain 0 degree pitch (or whatever is required for level). This way it's not chasing the altitude so much.

That's complete nonsense and you know it. If the loads are high enough for the Cirri cabin to disintegrate, Mooney cabin will do the same. How about this video. I wonder if a Mooney driver would have walked away from this one. More likely not as 3 point harnesses are useless at tits on a boar. Watch at 30 second mark and tell me how well you'd be doing with the yoke in your chest and glare shield in your head. There is nothing magical to the steel cage. Formula One cars are all carbon fiber shells and they deal with impacts just fine. SR22 is designed to make a 26G crash survivable. Mooney cannot say the same. Cabin remained entirely intact. I'm not bashing Mooney, love the aircraft, but I just don't understand the animosity towards Cirrus, basically the only company keeping GA going these days.

And people wonder why piston GA is dying...

Maybe it's time to learn how to ride a motorcycle and rev mach before dropping the clutch...As my father always said, brakes are a lot cheaper to replace than clutches...

I would never have that engine with full mixture on the ground. You're fouling up your plugs. Lean it pretty aggressively for ground ops. Also, no reason to push full forward for landing.

What, not fast enough for you ;-) I get to load everything, plus the kitchen sink for my 525nm milk run. Nothing can do this as cheap as a 206 as safely. I looked into the TNed A36/B36 an I hate the gross weight departure climb rates, waiting in ground effect to accelerate to 120knots to climb. The 206 is perfect for me right now. 4 hours to get me to my house in Granby. Just rotate and climb away. Yeah, it's slow but it climbs away even if I'm hauling gold bars.

My T206 has 117 gallons and 1380 useful and burns about 18gph while doing 160knots in the low teens. I can pack 678lb in there with full fuel. Technically speaking it could barely cover 800 miles with 800lb in the cabin, but not really, considering it goes thru 35gph on takeoff and climb.

Lots of 210 has Flint Tanks giving you another 33 gallons. Also, are you thinking 206? You said 2015. Last year a 210 was made was 1984 or 86.

I've seen a few Eagles converted to 310hp with 1150lb useful loads. That would about do it. 350lb of fuel, call it 60 gallons, will carry you 4.8 hours at 12.5gph LOP which should give you about 165 knots. You'll have to glide the last 8 miles as the engine dies. Now, of course, an Eagle with 310hp will easily depart at 3600lb while still initially climbing over 1000fpm. Not legal, but not exactly unsafe with a 5000ft runway.

King Air 350 with the new Blackhawk conversion. 340knots at FL280. One of the true, fuel up and if it fits in the cabin, it will depart aircraft (legally), and now with the Blackhawks, I'm fairly positive if need be, it will pretty much clear any OP on one engine if need be without much fuss, even at gross, even departing Aspen. Load it 2000b below gross and out climb an Acclaim on one.

Number one difference I found when I transitioned the other way around, from a M20M to a Cessna 206, is ground effect is considerably more pronounced in the Mooney than the Cessna so you float a while longer in flare if you flare at the same height as Cessna. Now, if you flare a Cessna at the same height I used to flare my Mooney, I'd just drop straight in and bang the nose gear. At least it seems that way. I'll let experts chime in, I think Don knows what he is talking about 99% of the time ;-)