JohnB

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JohnB last won the day on April 29

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About JohnB

  • Rank
    Lives Here

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  • Gender
    Male
  • Location
    Long Beach, CA
  • Interests
    Flying, Animal Rescue (Pilots n Paws)
  • Reg #
    N300RA
  • Model
    M20M

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  1. The final destination airport disappearance is a very annoying quirk! So glad that will be gone. Ha! And the Garmin pilot can be used for real time engine information! That’s great! I bought the 510 recently and it absolutely will not transfer any information to Garmin pilot as advertised with the TXi. I called tech support and they said they would get back to me. Guess they fixed it! Ok time for another avionics shop stop! Thanks for the heads up Bryan!
  2. Interesting Jay. I did note on a friends J, he had a ton more tries at starting that I ever would have. On my bird, the 5th try on one battery was definitely wimpier, and the 7th, fuhgeddaboutit! I wonder if there’s a model difference? Or it could be that I drained my battery from previous hot start attempts then jumps in my early Mooney flying time. Well that’s all gone now thanks to my slick start. And I don’t have to ever stress about being stuck somewhere particularly at airports where the only living thing around is a cow who probably won’t help you much. I love the sound of my engine running, as it means fly time... and the sounds during starting add tension in anticipation of the sound that will hopefully very soon come! (Ok so I’m feeling poetic today)
  3. I USED to have this problem with hot starts. I had around 3 to maybe 4 good tries then the battery would fail and I would need a jump. I wanted to be able to go places that a jump was not available and be confident I could get off the ground. I bought a slick start magneto booster and it completely removed any starting problem I ever had. Cold, hot, too rich, it didn't matter, my airplane now starts on the first or second try every time. I have no connection to this product whatsoever, but I think it was one of the best gadgets I bought for less than a grand, highly recommended if anyone has any starting issues without an actual engine problem. https://www.aircraftspruce.com/catalog/eppages/slickstart.php?clickkey=6866 Sure, I did get pretty good at doing hot starts eventually, but now, I've experimented with all sorts of things, leaving the mixture full, using DM's technique, half mixture, doesn't matter. Almost every combination except for leaving the mixture completely out starts every time on 1 or 2 tries. Almost too easy. JB
  4. JohnB

    Meet Our New Bravo (almost)!

    Congrats and Welcome! Nice Bird!
  5. JohnB

    Mooney in the water in Palo Alto

    This is terribly sad news. As Marauder mentioned, Palo Alto is a short runway that I am reluctant to fly into, and won't if there's any significant crosswind or gust because of this fact. According to his communication to ATC, he came in too fast, (and may have been high as he couldn't initially find the airport?). Either or both are not a good combination with our laminar flow Mooneys particularly at short runways. Perhaps this terrible accident emphasizes the go around with a simple pattern entry even before attempting to land if your approach is not stabilized, or if you don't see the airport with enough time to make your approach stable. Prayers to his family and the survivors. None of the above may have happened, but I am really saddened by this and I would not like to read about anyone of us having anymore accidents, ok?
  6. JohnB

    Sunriver (S21) Weekend Fly-In

    I would soo like to go as Sunriver is one of my all time favorite places. Don't think I'm going to b able to swing with all of the work I have to do to help pay for my airplane upgrades. (We work for our planes right?) ha Have a great time!
  7. JohnB

    Improved speed documented

    From my recollection, the GS on my Txi and my Aspen are essentially identical. IAS is identical, the TAS is only different if I didn't change the barometer setting to match that of my Txi, but when i do that's the same too. the only thing different I have noticed is that the aspen displays an OAT, where as the Txi displays some other three letter abbrev representing some variant of air temperature (one of these days ill look it up), which are different numbers. Ill look next flight to see if there is even a minute difference but from my memory, GS is pretty much the same number on the Aspen and the TXi.
  8. Here’s an example of how I think the HSI map is useful on the TXi. Here’s me flying over a field with a plethora of windmills. Sure, these would be displayed if I had a terrain map up in one of my displays but it’s nice to have here always in front of you on your HSI in case you happen to be looking at some other mfd screen like traffic or chart etc. 9B200511-8996-46A6-A5BC-42442DAB05F0.MOV
  9. JohnB

    Flying the G500 TXi to Oshkosh

    Hey Don!! Glad you got yours installed, I think like me, its going to grow on you and you'll probably love it. Have not had any issues with my touch screen responsiveness. Maybe its a sensitivity issue that needs some tweaking by your mechanic? If you can, I would suggest reversing your screens so your PFD is always on the right, so your control knob for PFD functions is always on the right which makes it easy to do course, altitude arm and select, VS arm and select ONLY with using my right hand only no matter if I am in full or half screen. I have gotten very fast at doing all of these motions quickly. Also with my MFD on the left, I've started to use that knob as well and found that full large knob left is map, an full large knob right is engine (which will be different for yours since you don't have the EIS page) and its just a matter of time before I memorize how many clicks from full right or left each screen is to quickly go from screen to screen without having to use the touch screen which I have found it to be faster. BTW, @donkaye, I havent yet seen a picture of your full panel since you've got your TXI installed, care to share? And true, the map inside of the HSI probably isn't necessary, but since its a nice feature as I have weather, obstacle, traffic alerts, lightning and course info on it at the same time, so it doesn't matter what screen my MFD is on on my TXI or GTN, I can always get an idea of whats going on in multiple systems by looking inside of my HSI map which is already integral in my scan. I just upgraded from the Flightstream 210 to 510 so I can hopefully more simply obtain my EIS data, but I'm sue that will take some tweaking and getting used to, but Im hoping I can still update the cards at home if I choose to, but I think you said you had no issues getting used to yours except for the Flight chart data. Anyway, I would do the PFD/MFD side switch if I were in your shoes if your panel layout allows it. John
  10. Its personal preference.But with PFD on the right, and MFD on the left, I like that the right knob ALWAYS controls the PFD in full or split mode, and the left knob controls the MFD (split mode). Don has lots of gadgets on his left side so I see why he chose his setup. I have been using my left knob a lot recently for my MFD, as I discovered the left knob large knob full left gets you the map, full right gets you your engine screen, and full left -1 gets you traffic. So it makes 4 screens very easily accessible by the large knob on the left. (Map and engine, followed by traffic being my 3 most common MFD screens)
  11. JohnB

    Today's flight for 2018

    Nice video @Skates97! Love Big Bear. Cheap fuel. Bummer that they no longer rent cars from the airport as they used to. But Lyft is active and I can USUALLY find a ride into and from town.
  12. As always, thanks everyone for your input! Well it looks like this is not the same issue as @tls pilot had, as my tappets are the original straight ones, but in speaking with Lycoming, they are now putting parabolic tappets on all of their new FRM engines today as they feel they have fixed the parabolic tappet issue that was around engines in 2009. I think I have this finally figured out, but if someone more wise at engines than me has a better theory, I'm all ears! Here's what I've done to look into this issue: I had my oil relief spring replaced with a new stiffer one PN LW18085. Adjusted oil pressure screw upwards, this changes the startup pressure but does not change pressure at altitude Checked my digital EIS with a known external pressure sensor and verified almost equivalence within specs.. Made sure all of my screens were clear of of obstructions, spring/ ball assembly clear.. Oil pressure still only goes down at increasing altitude above 10.k Oil temp remains fine between 180-192. leaving cowl flaps open allows oil temps to stay lower and therefore oil pressure higher After all of this replacing, I have come to the conclusion this is a manifestation of recognizing oil pressure on a digital readout that blinks at you compared to the old needles that don't blink at you. I found a picture from last year at 17k that shows my oil pressure needle at top of yellow, bottom of green or close, and I've taken my bird up to 25k with no problems whatsoever. AND Ive seen a few pictures of some other mooneys on social media who were taking pictures and posting the speed they're doing at altitude, and likely not noticing their oil pressure gauge, and I note that their oil pressure above 10k is at the bottom of the green/ top of yellow, or yellow on most. It's hard to discern the difference between a pressure of 56 or 53 on a analog needle, but easy with digital. So I think I'm going to go with @N201MKTurbo's theory, that it is simply a manifestation of lower atmospheric pressure on the outside of the ball on the relief spring (or some other atmospheric pressure reduction explanation) compared to the atmospheric pressure at lower altitude, as this is the only variable that changes with my engine is altitude. Another possible theory my mechanic pointed out that on our oil pressure sensor on a Bravo is located on a Y port along with out wastegate controller, so his theory was that the wastegate at that location may be pulling more oil on closing at altitude therefore reducing local pressure which I think is logical as well. Lycoming doesn't buy either of those two theories but no other suggestions. So "I'm going with the altitude theory, as I've heard from a few others that are brave enough to say that their oil pressure does tend to go down at higher altitudes. My fix? Leaving the cowl flaps open at higher altitudes if the blinking of the oil pressure light bothers me. . Thanks all! John B
  13. Just bought a neutral filter from Amazon, I’ll try it, and I’ll see if I can adjust the shutter speed on my VIRB as well and I’m wondering if the prop filter I have will work... well lots of things to try.. thanks guys!
  14. Hey Don! I get it, the traditional setup of the G500 is left PFD and right MFD, which your scan is probably used to as mine was as my gtn is on the right side and my flight instruments (round ones) were on the left. I originally had mine set up that way but changed it before I picked it up after thinking about it. Took me no time to get used to one non PFD display on the left. The way I designed my panel, full screen my pfd is dead centered, and split screen its just a little right of center, but since you're not getting the EIS, and you're probably putting your engine MVP on either the right or the left, your shift may be different. Well its pilot's preference on that one but knobs made my choice for me. I personally like always being able to change heading/alt/barometer always with my right hand, and right hand knob, as I was used to flying with my trusty altitude preselect on the right using my left hand to control the yoke while pushing buttons or turning knobs. I rarely if ever even touch the left hand knob for anything. That way my right hand knob will always control flight functions, whereas with PFD on the left, you can only change them with the right hand knob in full screen mode. I would find it kind of clunky to adjust the left hand knob with my left hand or adjusting the left knob with my right hand around my yoke for a twister like maneuver in the cockpit which I think would be very very clunky, but if you're used to it, that's cool too. In my busy ATC area, I always get very high speed altitude and course changes which i now can do VERY quickly with my right hand on the right knob in full or half screen while flying with my left hand. Don't know how you two do it quickly if the flight control knob is on the left, but whatever works is all good! And @Rmag! Nice video! I too noted the black line that goes across the screen when I try to take video pictures of my TXi which is a mystery to me too. if you figure out how to solve that, let me know please! Oh and @donkaye I used the tip you told me about the trend circle during some recent formation flying and it works perfectly! So here's Don's tip everyone. if you're making a steep turn (or any turn) if you keep the flight trend circle on the artificial horizon as you're turning, you won't climb or descend and you can do whatever degree of bank turn you wish and you'll wind up at the same altitude on rollout. Very nice. And yes, the standard rate turn indication changes with your airspeed.
  15. JohnB

    Flying to see fireworks

    My night fireworks flight was one of my favorite. I would do it around the LA basin where there are so many firework shows, that you're flying over what looks like a blanket of them. Also, from the ground, you only see them in two dimensions, and they appear like circles or lines. From the air, you can see that the circles are all 3D SPHERES, and they look absolutely gorgeous. Despite how high they look from the ground they only go up I would estimate 200-500 feet, so youll be well above them at any legal altitude above populated areas but I recall being between 1500 to 2500 feet over most of them. Above that I think would be a bit high to see all of the 3D effects, but still nice!