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This can be a dangerous way of thinking as it encompasses thoughts like "why do I need to know how to hand fly in IMC when I have auto pilot" or "why do I need to know how to navigate when I have GPS" or even "why do I need to know the rules when I can cary the FAR around on my iPad". The fact is that its very much necessary, assuming its not can lead you down the road of being blind sided by an accident that can be fixed simply. Im not sure where you are flying but this can get you into hot (well freezing) water fast. In the real world do you have enough fuel to "head west until you find the ocean"? maintaining situational awareness is key at all times being lost should not be something you draw out as that draws down your fuel fast. Are you not using only maps currently? You should really check the PTS, you will need to demonstrate dead reckoning as well as all other forms of basic VFR navigation on your check ride to my knowledge (and understanding) you can not use GPS on your check ride the way the regulations stand now (at least I could not use it on my check ride 6 months ago).

I've been lucky enough to be able to log 3-5 hours each week for the last couple of months. As a result, I've been able to dial in my engine monitor fairly well. So, it is only right to share a picture of my EDM-830 in cruise flight to prove how efficient the C really is. While I don't have a TAS indicator in the cockpit, we were booking along at 126kts GS with about a 10-15kt headwind. I had the engine leaned out to an average of 7.5gph at 9,500msl with everything running smooth and cool. And before anyone asks, the k-factor is spot on. My fill-ups are within half a gallon of what the EDM indicates after flying for 3 hours.

Must-see video (stolen from another forum) demonstrating how easily and quickly one can end up on their back trying to tighten a base to final turn and/or trying to make the impossible turn. Instructor's description of control input vs site picture is key. If there's one video to watch on a regular basis to increase safety I think it's this one or one like it. Also interesting to note the lack of warning tone from the AOA circuit. https://www.facebook.com/eddie.seve/posts/1130016700399316/

About 15 years ago I noticed an upward trend in my annual PSA tests. Even though the last test results were still in the "normal" zone, a plot of the test results over a ten year period showed a continuous and accelerating increase. I saw a Urologist, who arranged a biopsy. It was cancer with a higher Gleason score than expected. Bottom line: radiation approximately - 45 sessions, and hormone therapy. Special Issuance for seven years, now removed, and all is well. I know the PSA tests are out of favor today, but being aware of the trending may well have saved my life.

While it may be the last item on your list its quite literally the first item on the FAA's list of navigational things you will need to demonstrate on your actual check ride... Taken directly out of the PTS

The red X is required fuel; he doesn't have a destination programmed into his GPS. My 830 only shows 4 cylinders so it must me a setup issue.

Maybe it's because you're out of fuel.

you wont be disappointed with your decision.

There really isn't any reason to cut it apart any further than you already have, unless you see something in it you don't like. Let it drain until you can handle it without making a huge mess and just inspect between the pleats for metal flake. If there is a problem, you will see it. If you do see something and want to inspect closer, cut around the circumference at the top and bottom of the pleats until they are free and it will open up like an accordion. Don't get too caught up if you find a flake or two in the filter, that is it's job, after all. If there is an impending failure the contamination will be apparent.

Another thread brought up the issue of routine PSA tests for prostate cancer. 17 years ago my GP ordered a routine PSA test during an annual physical exam. Results showed a higher than normal #. Biopsy showed cancer cells and I underwear radical prostatectomy. Urologist said I was his youngest prostate cancer patient. Two years later my 3 year year younger brother had the same experience, so he became our urologist's youngest. PSA has been undetectable since. So, there are times when a PSA test paid off. If you have any family history of prostate cancer, regular screening beginning early might be a life saver. I was 48 then. Just qualified for Medicare last month.

Perhaps a check writing campaign is what is sought by one of the players

I'll cast a vote for KORL too. It's the closest to Winter Park, they have nice facilities and the airport isn't that crazy. KMCO is far enough to the south that you shouldn't interfere too much since your coming from the north. I've flown VFR into KORL a couple of times no problem.

Hmmmm, did I say that? 1) I am not any authority to recommend what to have or not use while learning to fly. 2) I soloed in the last millennium. 3) There is nothing like that 'I might be lost' feeling. It is followed by the 'I might be in controlled airspace' feeling. 4) There are many ways to avoid getting lost. Have one and a spare. I use WingX on two different portable battery powered devices with an extra plug. 5) I am not recommending seeking out that lost feeling. I was thinking... do everything you can to avoid it. 6) once you have that feeling, it is really easy to pay for an internal GPS option on the next electronic device you buy.... 7) Your CFI probably has rules for what you can and can't use during the training exercise. 8) There is so much to know. The reasons for it are all gruesome. 9) Sam, both writing and reading/understanding is not an easy task. Sometimes, it may require writing it in a different way a second time. Don't be afraid to go with 'say again?' 10) Try to get the feeling we are all on the same team. Expect that some differences will come from age, and area of the country/world, and writing skill. It takes additional confidence just to write in a public space, and extra skill when writing to be properly understood. Some forgiving always works when you read something that seems harsh. This is stuff I mostly learned here. Best regards, -a-

I have to thank S.H. for the entertainment of his thread, the recommendations fringe on hilarious, especially for us old folks when an over the ear headset was high tech, the advent of north star avionics was a distant expensive dream and carrying an extra flashlite was redundancy. A straight ruler , red pencil, watch and crumpled sectional was our means to navigate this wonderful universe of ours. Trying to get a station on the ADF was a neat thrill. Flying hasn't changed just some of our technology beyond the Jetsons have changed. My dream of flying was started watching sky King and his cool twin. I think our quest for independence still lies above oh, never mind the complicated sky's filled with presidential TFRs and those packed stadiums throw in a couple nuclear generating plants to stay clear of, but the freedom is still alive. It still feels like a dream, whisking and dancing around the white skies, now why complicate this thing, just go out and fly, enjoy think of all those nice folks envious of you. Just have fun, stay safe and thank god you have the chance of a lifetime to do what many wish they could. Sorry for that.

Wow, here's something to chew on http://www.avweb.com/news/pelican/182176-1.html

I dare to guess that this is yet another reason folks on here don't want to rate the Cirrus SR20 as the greatest aircraft for primary training, you'll tend to use the feature functionality inharrent to the airplane and unless instructed otherwise you may miss some of the "legacy" piloting skills. I tend to think your instructor will set the proper levels of aviating, navigating and communicating when the time comes and what tools to use for each. I'm not, by any means, an instructor and am only doing as others have done on here, and that's to state my experiences and maybe add some opinion mixed with factual undertones. Most of us on here have been where you are, we all survived and got the "ticket to learn" in the end, you will too!

You can be sure they will be exhibiting.

Try giving EAA Airventure a call http://www.eaa.org/en/eaa/about-eaa/contact-us and ask. From what I've seen it might be difficult because of the crowded area. It is much easier for the marshals to direct all new campers to a clean area so you can just taxi in and set up. A couple of things to prepare for: 1. Study the arrival procedure, it's not quite like any other arrival you'll experience. Do you know what a conga line is? You will. 2. Practice slow flight in your K model. Hope you don't get behind a J-3 Cub or Taylorcraft. 3. Approach speed is critical, Airventure lands on 3 spots on 9/27 6,179ft. Your not going to want to float. 4. Take Carusoam's advice and bring or become a EAA member, before. Airventure tickets are much cheaper. Have a great time.

I have been to four. They are always great. The ground school is very good, with lots of information specific to Mooneys. I have flown with four separate instructors and learned something every time. Its worth the time and money.

I had the same problem with the cowl flaps on my 77J. Two things to check. The over center adjustment and anything interfering with the flap. Pilot side has the breather tubes as well as an oil air separator hose if you have one. Took me forever to figure it out because it would close just fine on the ground but not in flight.

Trying to summarize this one.... 1) Issue: RPM drop in cruise flight @8500' in an M20F. Self fixing over time, slowly... 2) 24"mp, 2475rpm. Would loose 30-50 Rpm and the Egt's would cool down 40-60 degrees. 3) fuel and fuel system are high suspected... 4) No recent work done. Some fuel system work a couple of years ago... 5) Fuel pressure seems steady, indicating the fuel pump is working properly. 6) EGTs are noted as dropping quickly during the event. Quickly AND evenly. 7) MP is steady. Kind of ruling out things related to air blockage (filter, ram-air, or throttle) 8) The Even drop of EGT on all cylinders rules out a single blockage of a single fuel injector. 9) air entering the fuel system can allow air bubbles inplace of fuel. 10) Sniffle valve, leaky fuel selector or other sources of leakage were listed... 11) exhaust blockage was mentioned. 12) adding possible mag issues including timing. How old is that plastic gear in there? 13) fuel spider and the filter upstream 14) No FF data is available 15) FL instruments seem to have a grounding issue in flight. 16) Some responses include peeing one's self and solutions like replacing the IO360 with a larger engine like an IO720 17) there have been four additional replies while I was type up to here.... 18) worn or failing gov. How old is it? An OH or replacement isn't very costly. See if the flyweights aren't misbehaving. 19) ever present water entering the fuel system from somewhere and not draining out. 20) Check for Champion spark plug resistance issues. From a safety point of view, I would be interested in seeing if something has been deposited on the fuel screens leading up to the fuel injector equipment (spider). As usual, I'm only a PP, not a mechanic. Best regards, -a-

Dev, you have now hit on the blue box technique... Or white box technique when you fly a G1000. The blue box is printed on the face of the calibrated EGT gauge. It begins about 200°F ROP and extends to about 300°F ROP. As you climb into less dense air, the mixture gets richer, and the EGT falls out the bottom of the blue box. This is the sign to lean until the needle is back at the top of the blue box again. As you climb from SL to 12,500', the EGT will be be a part of your scan. Continuously looking to make adjustments as you go higher. The width of the box lets you go for a while before needing to make a change. The price of fuel can keep you attentive to wanting to make a change. Scanning CHTs is a driving force to keeping EGTs low. Maintaining 120MIAS in the climb can work pretty well in combination with the blue box technique. Knowing the peak EGT at SL takes some effort. Best done with a knowledgable copilot on board. At least with a JPI900 and fast acting TCs, you can quickly operate the mixture control smoothly through peak while collecting data. Make sure your data collection rate is set to the smallest interval available. Like two seconds. Review the data later on a computer screen. You can then refine the technique using FF to get in the range of where peak is going to be and slowly lean through peak knowing there is going to be a two second lag in the data collection. Keep in my C had neither the calibrated EGT gauge, or FF, or a JPI. I typically use 120KIAS in the O following the same guidance... As you know, I am only a PP. I can easily make mistakes... Let me know if you see any. Best regards, -a-

A couple of thoughts......... The engine physics are the same for carbed or injected engines in regard to EGT and CHT. Granted the deliver method can pose different challenges. In general EGT will not vary significantly with OAT. It is purely a function of F/A ratios. Of course cold air is denser than hot air so the F/A ratio will change but T/O EGT should not vary too much since the ratio is always out of balance strongly to the fuel side. i.e. excess fuel vs available air. With that said, look closely at the fuel flow difference between the two patterns. I am betting on a difference although slight that is causing the EGT change between 3 and 4 CHT on the other hand is dependent on both internal and external cooling Internal due to F/A ratio and external due to OAT and flow over/around the cylinders. The colder the OAT the more effective the cooling. As for high DA take-offs, pre set the mixture when doing the run up mag check.That should get you close, then you can adjust when you get a chance. If your DA is over 5,000 feet you are not going to hurt anything. Less then that DA and you really don't need to lean on T/O anyway.

I'm sure you've checked, but a slug of water can be a real attention getter and can be similar to what you describe. Has the plane been outside in the rain? If so, give the wings a slight shake and then sump. The finger screen and sump point is not exactly colocated. You fuel pressure would likely not show a difference and MAP may not have enough time to move. EGT and power would drop with a fast recovery if it was just a slug. We've seen a few reports of air being sucked at the gascolator. This may have similar behavior, but usually comes with fluctuating fuel flow as well, so I'm leaning more toward the water at this point....till you tell me it never saw rain. Have you tried throwing on the electric pump? Probably a good thing to keep in mind if this happens again.

I respectfully dissagree. Back when John Deakin (of APS) was still writing a column for avweb we exchanged a few emails regarding why 1150-1250 is ideal. I also put a lot of stock in what APS recommends (I've not taken the course, but have conversed with their instructors and I think they've been a very positive force in the GA community). The bottom line is that the engine should be a MINIMUM of 200ROP, preferably 250. Everyone parrots the "EGT raw numbers don't mean anything" line. You're right, they don't. But they do mean something relative to peak. 1350 + 250 is 1600. Will your Bonanza peak at 1600 under full power? My gues is you're running closer to 150ROP on take off. If you think that's good, then by all means. Setting with CHT Is fine if you understand what's going on. The problem is when some newb reads what you've written and thinks as long as they keep CHTs under 400 they're being kind to their engine. An engine setting that yields a 385 CHT on day when the OAT is 15df is not being kind to an engine. The same setting on a standard day would would be well over 400. Sure the engine will tolerate it for the most part, but given the past QC issues with Continental cylinders, it's likey prudent to be as kind to the cylinders as possible. 1350 is perfectly healthy for a low C/R turbo that peaks ~1700, not so good for an NA engine running 8.7 or 8.5 to 1. I read a lot of complaints about high CHTs in the summer. Folks will ask for advice after they've finished chasing every baffle seal leak they can find. Then we find out their EGT on the hot cylinder is 1430 in the climb...then I suggest that it might be a fuel issue which then cues the chorus of "raw EGT numbers don't matter." My bird runs very cool in climb; all full power EGTS are 1200 or less. The baffle seals are in good shape and reasonably well installed. I think the latter helps a bit, but the former is the key reason it runs so cool.

To this day having all the duplication in the cirrus models I still carry a hand held radio,hand GPS now an iPad etc. I Figure if it can go wrong it will, similar to me having an engine fire on my first solo attempt.

My solo x country I used flight planning with charts an E6B compass wind corrections based on flight planning my 8 day clock and mark 1 eye ball. Comm is needed for controlled space. One of the best skills for VFR flight is the ability to identify land marks when looking out the window. Flying in northern CA you have mountain tops that can be seen from hundreds of miles away making position finding a snap.

Nothing like the feeling when you realize all lakes look alike and the paper chart isn't very helpful at getting you un-lost... A single VOR is pretty good at defining what lake you are over. Hmmm, That looks like the city over there, the chart indicates the airport is somewhat left of the city.... My friend/colleague started flight training using a Piper cub. Much simpler plane, it had nothing to break... The 'license to learn' seems pretty fitting. You need to learn it all if you intend to use it all... Earning the PPL is a milestone in the middle somewhere. Sam, thanks for sharing your experience. Best regards, -a-

As an actual example, on my long solo XC as a student, my alternator failed, and I realized it when I couldn't raise anyone on radio (flight following) other electric based units started flicking off and resetting. I powered off everything to save the battery if needed for an in flight restart or emergency radio. I used dead reckoning and knowing my basic position to head toward the closest non-towered airport and land. I had planned to pass near a few during the flight and had already written their frequencies and runway info on my kneeboard paper prior to the flight (a time before iPads). I powered my radio back on, made some calls, got an answer from the Unicom for a radio check, looked the sky over carefully, just in case I was not getting radio traffic and landed safely. I called the flight school and talked the situation over with my instructor. This is where is was dumb. We decided to call the tower and let them know I may be a no radio flight and they said okay!?!?! So I got the plane started on battery only, took off, shut down eveeything, and then turned on the transponder and 1 radio when I got close. I had enough juice that the radio was still working by the time I got back an didn't even have to use light signals. In retrospect and hindsight, with 25-30 hours I should have not made that trip back. I should have not allows my instructor to talk me into it. I should have had them come get me in another plane or have a mechanic at the other field take a look at the airplane and troubleshoot. Be ready for the unexpected when you fly your plane for the first time alone. Good luck with your pre solo checkride. -Seth

The reason I was watching the Avidyne Webinar is that I've committed to installing the IFD540 in my K model; she goes in on 13 June for a couple weeks' worth of work. Over the years, I've had 430s and 430Ws and always tried to learn all I could about the unit before installation. My experience with those apps was abysmal, and I ended up learning more from the manual and other pilots than from the app. Now the Avidyne is in my future, and I reluctantly downloaded the iPad and the PC apps. WOW! Look, Ma, they work. It's just like the real thing, except you can't grab the knobs with your fingers. Everything works just like it should, and by the time I sit down in the cockpit with my 540 for the first time, there shouldn't be any surprises. You also can download the POH for the box, and you can learn in greater detail. Additionally, there are YouTube videos if you're interested, some quick vignettes on a single subject like entering a flight plan or using the Bluetooth keyboard, or pinch zoom. Those can be found at www.ifd540.com. All-in-all, I'm impressed with Avidyne's decision to get as much information as possible to users of the two GPS units. I'm looking forward to flying with mine. The usual disclosure is extant here: I have no relationship with Avidyne except as a soon-to-be customer.

Nice looking layout. Only problem I see is that the prop on the V-tail appears to be moving ;-)

Getting an article in AOPA or Flying, Covering post sales support for all current OEM's is probably the only way to influence the manufacturers.. especially how the integrated avionics software updates and support are now a critically tied to the airframe problem for Garmin & the OEM's. You wouldn't need to pick on any one vendor, but could editorialize that they wouldn't buy a new airplane from an OEM that hasn't given any post sales software updates for over 8 years in this area. A matrix of OEM.. years supported.. hardware supported.. etc.. would make certain OEM's stand out, and others fall behind.

Pleasure to fly with you Scott! Nice work.

I look at the oil stick and hours flown because of what you say above ^^^. It takes several days for all the oil to drain to the sump. Also, you need to pull the oil stick and wipe it clean than check the level , seems the oil has a tendency to wick up and may not be indicating the true amount if you just pull it and look without wiping clean first and then checking. Another thing I found was the levels will read different based on how you lock down the dip stick. It doesn't matter which way you do it, just do it the same every time. I always insert it with the "OIL" on the top of the cap to the rear so when rotated 180° to the lock position the "OIL" is forward. Put it in the other way and it will read a slightly different level, I was told the rotation in the filler tube wipes some oil around with the dip stick and it wicks up the stick, the level being different on the front side of the stick than the backside.