AndyFromCB

And move the yoke to the center and put a passenger seat from a Challenger 601 in there for the ultimate single engine single seater...

Were they 14 or 24v models? Might be worth buying just for KFC150 computers at what Honeywell wants to fix one these days;-) I wish I had a parts catalog for M20L to compare pieces to M20R and M20M.

This would be a great project to put a used allison turbine on.

A truly good attorney doesn't know anything about jury selection/deselection. His/her cases never go that far. Cases are won/lost in depos. That's where lycoming lost this one. If your case ever goes that far you might as well toss a coin in the air.

You know what they say, the first step to losing a trial is jury selection.

I am not trying to make an argument for the sake or argument here but each time you fly an Airbus or a Boeing 777, Boeing 787 or 747-8, you are already flying an aircraft where majority of flight controls are already controlled by computers and software, even in case failure causing direct law. There is no mechanical or simple electrical connection between the side stick and the servos. Software receives inputs from side stick/yoke, sends commands down to servo computers, which then in turn execute such commands. And yes, they remain unaffected by lighting strikes. For all intents and purposes, they already are pilotless drones.

Yes, because there is a single human on this board that can fly an ILS better than my old school KFC 150. There is not one person here that can do a better job. I'm sorry, but soon enough being a pilot, or being a driver will be relegated to weekend activity for crazy old guys with too much money. Stability and traction control software have already proven that a car can drive itself better than any human can. That's why they are banned from F1. A Nissan GTR is all software and it simply smokes everything out there. And I am fine with that when I want to get from A to B. When I want to screw around, I'll take a Husky up or a Honda S2000. CTL-ALT-DEL is for consumer grade hardware, I have server machines that have not been rebooted in years and they do things a lot more complicated than flying an aircraft. Events like Sioux City or Hudson are flukes and they can be programmed for. They already have been programmed for. It's called B2 or F22 or F35. Those aircrafts are essentially drones already. They cannot be flown by a human, they are not flown by a human. Without software actually actuating the flight controls, they will simply fall out of the sky. The hardest part has already been solved. The actual part of saying go left 10 degrees, up 5 degrees, level off at 3000 has been solved since 1960s with analog hardware, way before a concept of software actually existed. The pilot doesn't do anything but says turn 5 degrees right, stay level. Almost all crashes as of late are people fighting software, not the other way around. Eliminate the pilot and eliminate 85% of all crashes. Eliminate the maintenance personal and replace them with robots and you eliminate the other 14.5%. The rest will be solved with a software update.

Actually, the poor people on that flight might still be alive if all 3 of the crew members decided to go to the bathroom at that time and just let the aircraft fly itself as it was trimmed when the autopilot let go. I can only think of two crashes in a long, long time (hudson and sioux city) where having a crew aboard helped anything. Also, the Class A software on the airbus did not fail, as designed it went into direct law as apparently airbus software was written by the Aspen folks and it just decides to take a break when pitots freeze over. Software did what is what designed to do. If it was designed to be crew less from the start then something else would have taken over at that point. Once again, human brains failed, not the hardware/software combo.

Software tested to Class A standards tends not to fail at all. It's already done all the time when you fly. It's called CAT III aproach. If that software dies, all board most likely will die if it happens low enought. Hasn't happend yet. No human is capable of doing and or realizing anything at 50 ft AGL doing 140knots in IMC. Actually, it's also called Airbus. No direct connection between side sticks and controls, even in worst case scenario of Direct Law, it's still run thru basic software. Software designed to fly an airliner is an absolute joke compared with what the google crew is doing with driveless cars.

Adjusting pricing would probably be considered a "rebate", a big nono in the insurance circles.

When I did my transition training on the mooney, we performed a take off with speed brakes out, landing flaps and gear hanging out to a 1000AGL. A none issue. I also had one fail to retract on langing before I overhauled mine (mine are vacuum, total overhaul cost including new vacuum valve actuator, new springs, new bearings, turning the pulleys on a lathe was about $200), a non issue as well, very little aileron needed to compensate at patern speeds. I don't use mine that often, but when I do, they are priceless.

I leave my Bravo in the hangar with a little space heater in back, I mean little, the smallest one I could find. Never had any issues and the cabin is nice and toasty 80 or so when I get in. I bolted it to a metal plate about the size of the baggage door so there is no possibility of it tipping.

For the life of me I just don't understand how the beech guys don't see that mooney is the best looking 4 seater ever made ;-) Well, second best, nothing looks beter than Lacair IV with wheels up. Wheels down though, looks like a sick seagull. I'd own one in a beat if I was still under the illusion that I actually know anything about flying an airplane.

Ok, Flaps or no flaps on a ILS down to minimums? If no flaps, what power settings and speeds are being used in a long body. If flaps, how much and when from IAP and what power settings. Interested in long body owners opinions and techniques. I'm trying to polish my instrument procedures after letting my skills deteriorate last year due to only flying about 60 hours last year and managing to score a total a 2 hours of actual. Plan is to test out of different techniques and report back. Andy

Sorry, meant to be funny. I just got done with an instrument workout from hell, 3 hour IPC cause I let myself lapse. I almost feel like a freshly minted pilot too. Lord, nothing like 3 hours of bumps...

Mom's basement? Would be my guess ;-) I'd need rudder pedal at 12 too.

I have a feeling that the garmin boys and girls did this right as they tend to do with their products. I'm willing to bet the hardware/software is straight out their 3GX...

Better yet, get an Ercoupe, no rudder pedals to worry about but do, please, get something, otherwise you'll get hemoroids from straining for so long

The million dollar question, an answer to which would make me buy one instantly, when will it be connected to 3D vision on the 796

I need to run at about 27/2300 and 16gph to see 190 at that altitude. You must not have TKS. Mine seems to rob about 5knots at all altitudes vs the book numbers. I also see your alternator load is just as misbalanced as mine ;-) There is no rhyme or reason to the way our lycomings operate. Mine is like that too. #1 always on climb, alternating between #1 and #4 depending on power settings. The good news other than breakin, I've never seen more than 400 even climbing on the hotest days.

What's your power setting and TIT for 190 nm/h for 15.5gph?

That sounds about right at gross weight. My Arrow was even worst, I'd get 300fpm getting out of Denver at gross but the DA was closer to 10,000. Are you leaning for take offs?

Amazing...No LOP in Bravo at any decent power setting

What kind of power setting, speed and what kind of altitude?

1990 M20M with TKS useful 945lb (or 889lb with TKS tank full) full fuel capacity 89 (on paper, but it's been known to hold 102) ff payload 411 nr range (800nm) ff IFR range 650nm (climb to FL180, fly at 195knots at 18.5gph, descent, go missed, go 100nm radius reserve, shoot an approach) I never fly more than 500nm without a stop anyway Real world useful load is if it fits, it will fly and climb at over 1000fpm ;-)