Based on “feel” at touchdown we had normal reserve lift. It required the typical fly-on to get the wheels down and had plenty of time to fly the nose down.

Double checked VREF calc. It was correct. Flaps were LAND.

Fly the AOA and see what the speed difference is from Vref.

Youi have passengers? Baggage?

You new to the plane? Has vref and AOA ever agreed?

I still think it is a weight discrepancy.

Thats the plan. We have 8,000’ at next stop so I’ll fly AOA .6 and see if she floats (and note both ASIs).

AOA WAY off. REF plus 15 across fence (switched seats for this leg). Ground speed confirmed ASI. Floated for a mile.

I’m guessing it was cooked. Time to calibrate.

Here is an 2007 AD for the AOA in the 560.

https://www.federalregister.gov/documen ... -airplanes

https://www.zookaviation.com/files/20072313.pdf

I think this accident caused the AD https://www.ntsb.gov/investigations/Acc ... AR0702.pdf

Yup. That was my guess. Good thing you're getting it resolved.

I've seen the vanes stick. It should move smoothly on the ground with no dragging.

It checks OK on preflight, but it definitely needs cal.

SIMCOM makes a big deal about Section VII (Advisory) of the POH not being FAA approved. Ok...say I...what does that mean? If I use the info in this section and there is a problem am I at risk of a violation...if I don’t use the info and there is a problem am I at risk of a violation? What is the significance of this section not being approved by the FAA? No answer.

So is the limitation of .4” slush a regulatory limitation?

I guess thats your point...

The instructor asks a question. (In the first hour of class btw ). If section VII FAA approved? No! Uhhhh...ok...I care because why? Answer: “gee...no one has ever ask that before...I don’t know why”. Think about that.

For PT91 the AFM is "Advisory" except for the Limitations section that is "Regulatory". Anything that you must do is pulled into the Limitations section.

Now there is C&R that can always be thrown at you for ignoring Advisory information. So if you operate contrary to the AFM be prepared to defend yourself.

View the AFM like the AIM. The AIM is not regulatory but has been used to violate pilots along with C&R.

Once you get into PT135 the entire AFM becomes incorporated into your FAA approved Opspecs and it all becomes regulatory.

When yes means no and no means yes.

I would that I had the hand of a giant.
I would reach to Norway and pluck her tallest pine.
Dip it in the crater of old Vesuvius, and write across the blue vaulted skies:
Why in the hell don't they make up their minds?

Erhm?

135 GOM is accepted, not approved.

Op Specs are cookie cutter documents, nothing to do with AFM.