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Everything posted by cnoe
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The question with no answer, suck or blow? Clarence Whatever she'll agree to. Sent from my iPad using Tapatalk
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I'd sure like to hear a couple more opinions on this as I've been told otherwise by individuals much more knowledgeable than myself. My understanding was that the suction regulator is not a check valve and simply allows air to bleed "in" through the garter filter to maintain a constant pressure (negative) in the system. I've held my own in my hands for service but don't remember blowing through it in each direction to see if flow was restricted in one direction. Sent from my iPad using Tapatalk I always thought the vacuum was pulling towards the pump, not away from towards the instrument? Sent from my iPad using Tapatalk Absolutely, that is the common setup, though some planes employ a positive pressure system to spin the instruments and pressurize deice boots. But as I understood it when a vac pump goes out it's usually catastrophic with the carbon vanes vaporizing to some degree. At that point vacuum at the pump goes to zero almost instantly but that the hoses, fittings, regulator, instruments and cabin filter briefly contain some residual negative pressure. Reportedly this may allow a small amount of carbon dust to be sucked back into an instrument. Sent from my iPad using Tapatalk
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I'd sure like to hear a couple more opinions on this as I've been told otherwise by individuals much more knowledgeable than myself. My understanding was that the suction regulator is not a check valve and simply allows air to bleed "in" through the garter filter to maintain a constant pressure (negative) in the system. I've held my own in my hands for service but don't remember blowing through it in each direction to see if flow was restricted in one direction. Sent from my iPad using Tapatalk
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Since you have a mini AND an air in your cockpit - if you ever get a chance, can you take a picture of holding the mini on top of the air so we can see visually the size difference and relative to the yoke? Will do, likely in the next few days. I'll also take a pic of the mounts as set up. Sent from my iPad using Tapatalk
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CNoe, I have had an iPad Mini since they came out - still using a 1st generation. It is a nice size but I would like something bigger and faster (the original mini can't keep up with the apps I use and I find myself waiting for it to catch up). I'm getting ready to pull the trigger on an upgrade and would like to go with the Air but have had concerns on the fit on the yoke. Your picture shows the fit - exactly what I was looking for. A few questions: Does your hand feel confined or a sense of limited yoke accessibility? Can you hold onto the yoke adequately/no interference of yoke control? Does the iPad hit you in the stomach on full elevator deflection? I'm short and have my seat in the 2nd from front position. Is there much flexibility in adjusting the position/angle of the iPad using the ram arms? Thanks, Dave I previously used an iPad 2 on the yoke which was a bit tight; that's why I upgraded to the Air. If you ham-fist the yoke your fingers may contact the iPad but I wouldn't call it interference. I'm only 5'6" and have rudder extensions but I still scoot fairly close on takeoff/landing, particularly if it's windy, but I have no issue with the device contacting my gut. YMMV. Being short my issue was not obscuring the bottom instruments; that's why I attach underneath the yoke. There's quite a bit of adjustment and I keep it tilted back. No glare issues either. I attached the mini (on the right) above the yoke which makes it easier to get in and out of the plane. The mini's screen is too small for details with my eyes unless wearing readers but I can see most things on the larger device. Still I have to use the reading glasses some. Sent from my iPad using Tapatalk
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Isn't that what the A/P is for? After all, that yoke thingie makes my hands cold in the wintertime.
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Standard rate bank angle depends on airspeed. The best reference on the subject I've ever seen is http://www.luizmonteiro.com/Article_Bank_Angle_for_Std_Rate_05.aspx Sent from my iPad using Tapatalk
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In a piston single it's as simple as 15% of airspeed (kts TAS) = bank angle. Easy peasy. Sent from my iPad using Tapatalk
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2 years in I'm sold on the Ram cradle on the yoke. iPad Air on left (skinnier than previous iPads) and a mini on the right for wife (and her Kindle books). Instruments are all visible; just run the med. length arm under the yoke. See... Sent from my iPad using Tapatalk
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A sobering NTSB report. Often the transition to a turn coordinator (with AI failure) is described as a simple thing, but it sounds a lot more serious than that in true IMC. Like you I'd prefer a real backup AI for IFR flight. Sent from my iPad using Tapatalk
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Please provide clarification on the CV1J4 filter usage. The documented application for this filter is for installation on the exhaust side of a pneumatic air pump to filter/monitor carbon dust from pump vanes. Most older Js employ a suction or vacuum instrument system instead of a positive pressure system. So I have to assume that individuals are installing this filter on the suction side of their pumps to prevent backflow contamination of the vacuum system in the event of a vacuum pump failure. As I understand it when the pump fails the existing vacuum in gyros etc. can cause the carbon dust to flow in a reverse direction. You would have 2 filters, one intake and one inline, right? Having a backup electric vacuum pump I have a check-valve between the pump and the regulator so I see no need for this filter. I'm just making sure I understand the motive for the inline filter. Sent from my iPad using Tapatalk
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Jetdriven said: I get the AHRS is in the GDL-38 but wouldn't looking at a roll instrument that is mounted to the yoke be a little disorienting? Erik's solution is interesting. *I have hell with editing on Tapatalk... Yoke mounting certainly isn't in the normal scan. The tilt doesn't seem to be as much of a problem as the head bobbing up and down. I'm sure not recommending the iPad as one's first backup but it does have value IMO. A Ram cradle mount on the center post with an iPhone (as shown at the top of this pic) might be a better mounting option for an emergency AI than the yoke. The side post mount looks good too. Sent from my iPad using Tapatalk
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Agreed. Turned on and proper vacuum noted before every IFR flight. Then turned off before startup. Sent from my iPad using Tapatalk
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I've been curious about this myself. Does anybody have any experience using it? Just making sure we're on the same page here... The AHRS is in the Stratus2, not the iPad itself. The iPad display shows the same attitude no matter how it's positioned or tilted. You may have to look down (not the best idea in IMC) but the info you see is fairly accurate. Still, a certified solution is much much better. Sent from my iPad using Tapatalk
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no I'm not. that is what I was told by a cfi during transition - I have no such placard. so now you say not only is it not necessary / it is bad. who here can say definitively or at least discuss - I should get to the bottom of this. I have the optional electric backup vac pump and it is designated for activation "in the event of a malfunction in the primary engine driven pump" according to my POH supplement. It is not intended for concurrent operation. I also have a Castleberry electric backup AI which becomes "primary" if I lose engine driven vacuum. It runs full-time and has replaced my turn coordinator. In the event of primary (engine driven) vacuum loss I turn the AP off and my scan goes to the Castleberry. The backup electric vac is then turned on and once vac is verified on the panel gauge (and the 2 Attitude Indicators agree) I resume use of the AP. The Stratus2 AHRS provides a 4th level of redundancy on 2 iPads and my iPhone. If after all that I find it impossible to keep the shiny side up then I've surely exhausted all my Karma. Sent from my iPad using Tapatalk
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59 seconds and Clarence gets his power the old fashion way through 400hp (PA-24-400) because Pug Piper thought turbo's would never take off. My HP (200) divided by M20Doc's HP (400) times my 10K climb time (10:20) = 5:10 (adjusted for HP deficiency). I'm feeling better now. Sent from my iPad using Tapatalk
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PIREP: Scrubbing Bubbles Mega Shower Foamer
cnoe replied to carqwik's topic in Miscellaneous Aviation Talk
From the thread you posted: Simple green was universally thought to be OK on aluminum and than the military, which used it extensively found a direct correlation to aircraft corrosion and simple green. Mil test done with (original) Simple Green showed increased alum corrosion rates. I used diluted Simple Green on the belly and it worked great before I knew but no longer do. I now use mild dishwashing soap for the belly and mild liquid custom car wash soap for the rest of the plane. However they now they have "Extreme Simple Green", which is made for aircraft:http://www.aircraftspruce.com/catalog/cspages/09-00809.php(Meets Boeing D6-17487 Revision P (April 2003): Exterior & General Cleaners.) Maybe next time I order from Spruce I'll include the "Extreme Simple Green" in with the order? I bought a gallon of Extreme Simple Green (aircraft formula) from AC Spruce and it's removed paint from my wings (discolored my rag) each time I've tried it. I am DONE with that product. I've got 3/4 gallon+ left I'll let go cheap. FWIW, the green formula SG never damaged my paint. Sent from my iPad using Tapatalk -
Where does this annual take place? I'd love to come watch just for the quick and condensed Mooney education. I'll bring lunch :-) I'm not sure about doing it in one day Paul but you're welcome to come down and watch/help with my next annual in May. It only requires that you remove your share of the inspection panels. We break for lunch at noon and if you'll give me 3 good hours I'll buy YOUR lunch. Sent from my iPad using Tapatalk
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Boomer Sooner Fire11! Sent from my iPad using Tapatalk
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Yes, your post regarding Powerflow is thorough and much appreciated. It appears that your biggest gain was the reduction in CHTs. With cowl flaps in trail I never saw CHTs rise above 380 F and once I passed 10K the highest CHT recorded on my JPI was 374 F. Perhaps in full open position I could have climbed at 88 mph instead of 100 mph and still kept CHTs at 380 or below. I'll have to see.
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I am very interested in this subject. There's considerable discussion online about reducing Vy for "altitude", and my POH specifically references the reduction of Vy @ 10K feet. I use your calculation (for weight) to some extent in computing approach and landing speeds but I wasn't sure it was applicable to Vx and Vy. But that does make sense. But from a practical standpoint I'm not sure an 88 mph climb to 10K would be possible due to cooling issues. Even though my J has great cooling I don't think I could climb at those speeds (even with cowl flaps) open and keep oil temp managed. I may try a short climb at that weight and speed to perhaps 5K feet and see what the temps do.
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I want one of THOSE!
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Wow! Excellent. What model plane???
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Same for me. There's not an "indicator" like with wing flaps but there's 3 distinct positions. This was first pointed out to me during Mooney type training. You can "feel" the trailing position by positioning the control about mid-way between open and closed; it definitely has a setting that's almost like a "detent". In my POH it says: "Upon reaching cruise altitude, allow acceleration to cruise airspeed, then trim the aircraft for level flight, reduce manifold pressure and RPM to desired cruise power, and close the cowl flaps. The cowl flaps should be partially opened (control pulled aft approximately three inches) if necessary, to maintain the oil and cylinder head temperatures within the normal operating range." I generally select "cowl flaps trailing" shortly after takeoff and throughout the climb to reduce drag unless oil and/or CHT temps dictate otherwise. Also, make sure the "spring" is in place on the mechanism inside the lower cowl as I believe it helps keep the cowl flaps in the proper position. Mine was previously missing and it made the positioning less distinct.
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Oh. Seems obvious now but since I was flying into a STRONG headwind no useful distance data came from my test flight. My Cloud Ahoy app showed a 49 kt. headwind at 17K-18K MSL so I wasn't getting anywhere quickly. I usually climb enroute at 120-125 mph instead of 100. And I try to avoid 50 kt. headwinds too.[emoji51] Someday I'd like to do it all over again at gross to see the difference. Sent from my iPad using Tapatalk