M016576

It’s a valid spear- but when I said “airliners,” I was referring to part 121 (scheduled air carriers) specifically with the thought of the multiple turbo props that have succumbed to icing. Most people I know (including Webster’s dictionary) would consider a part 121 short haul carrier as an airliner, but I should have been more specific and said “turbo-prop commuter air carriers.” our de-icing procedure in the F-18 and F-15 were both “go faster”, which just melts the ice off the skin of the airplane due to friction. Easy to do with overpowered turbofans complete with augmentors. Even without them, though, there’s an abundance of power (thrust… but also bleed air and electricity) available on most, if not all jets to handle icing. the engines are sensitive to FOD though- and while icing may not necessarily bring down a jet, it can certainly do millions in damage to the compressor and fan sections of the engines.

^Yes- this. icing has taken down airliners, TBM’s, Cirrus’s… you name it, icing has taken it out. About the only thing I haven’t seen icing take out is a fighter jet, although, I’m willing to bet it’s happened. I do know of a 4-ship of twin engine fighters that “lingered” in icing conditions just to see if they could find “work-able airspace” and ended up 6 of 8 motors fodded out (I think the damage was somewhere near $8 million). That’s with engine Heat that’s supposed to help prevent that sort of damage. if your aircraft doesn’t have a turbine engine… or even if it does… “lingering” in known icing conditions is increasing your risk tremendously, regardless of what some words printed on paper about “certified” say. that said- a de-icing system is a very useful tool in the event the weather isn’t what you thought it would be, and need an “out.” This sort of weather system is all too common in the north west.. and it helps with risk mitigation to have a de-icing system.

I've taken it up to FL190.. the climb from 16-19 takes a while though. It had room to keep going under IFR standards.

sold!

You could just ask them to remove the speed brakes entirely, as well as the now useless backup vacuum pump, and be thankful for the extra useful load and slightly better CG. No matter what you choose to do- the shop should be liable for making it right, as they made a massive mistake on this one.

It was 4 years ago (at least the flat rate annual was), particularly when you factor in no sales tax. This is the first time I’ve used Top Gun, I’ve heard good things, but I’m sure it’ll be an expensive experience. The first time in a new shop always seems to be, despite how clean previous annuals may have been, a new mechanic/shop with a fresh set of eyes always seems to find new things, which isn’t a bad thing when we’re talking safety. I used LASAR a couple times back when Paul was still at the helm, and they had a similar squawk list procedure as you describe- which I appreciated as well.

Please don’t mistake what I said…. I didn't say that working on GA aircraft is easy or that it isn’t time consuming: just that it’s expensive and specialized. Nor do I believe it’s unreasonable based on what’s needed to keep an aircraft airworthy and safe. I think it’s sad because as the price increases (on everything GA related.. aircraft to parts to labor to insurance to hangars) it’s pricing more and more folks out of GA and that in turn is leading to an older average population base of GA pilots and… the way I see it… a continued contraction in GA as an industry. kind of crazy though how it has taken a pandemic to strengthen the fleet hull market though. Makes me wonder how long that will last (forever maybe? Or until the next recession? Time will tell).

I’m currently in central California. I lived in southern Oregon for about 8 years prior… the labor rates and taxes are very expensive in California. I’d recommend flying up to Southern Oregon for your annual. Grants pass or Medford…Oregon in general is very GA friendly. There’s an excellent Mooney service center in Portland- but that’s a bit further away. there are several excellent MSC’s in California as well. Top Gun is probably closest to you (it’s in Stockton). My Mooney is current there for it’s annual…but as Don alluded to- it’s very very expensive.., 3200 just for the annual inspection. And that’s without parts and labor for any squawks. Crazy expensive.

It’s sad how expensive an annual is… but that’s the way it is in general aviation these days. It’s a rich persons “sport.” A very specialized industry working on relatively simple machines. I fear it’s only going to get more exclusive from here on out.

Nope- just tks fluid from the prop slinger. Was “exercising the system” when I took that photo.

I remember that feeling all too well (getting kicked in the face upside down underwater with blackout goggles on). Makes one appreciate their hand hold references!

Whoa! What is mine, chopped liver? I’ve been flying with an aspen since 2014… I had mine refurbed/upgraded to “max” units when they came out. I’m a big fan of the Avidyne/aspen combo.

I’m pretty sure NAS North Island has a helo dunker… just because they have so many 60’s there.. although I’ve never seen it. I do know NAS Lemoore has a helo dunker- I took a few trips through that thing back in the day. And of course the one atNAS Pensacola, as well.

Did you type that all by yourself, or did your WSO do it for you? tracking guns kill- hah!

I haven’t seen any deals announced yet. It seems like every year someone makes a similar comment about Aspen’s survival as a going concern and yet they remain. The Pro Max is a nice upgrade over the original pro in speed and display. For those of us that aren’t happy with garmin’s stuff, it gives an option.