Yetti

I probably would not worry about buying a gopro and trying to film your flight. It takes your focus away from flying the plane and running checklists and such. It's hard to mount it where you can see anything useful. Focus on learning to fly

Hi Everyone I am Yetti and I have a Mooney addiction. They are fast and they fly like I think a fighter jet would fly, not that I will ever get the chance. They also move around the country almost like being in a business jet(done that several times) but not quite as fast, but we get to pilot them to where they are going. It costs lots of money, and is not a rational decision either financially or from what our friends tell us about strapping on a small plane. I hide my plane from most of my informal friends so that I don't have to deal with the comments. I come to this group because y'all get me and teach me it is OK to be like I am and just lean into it.

Solo in a trainer, finish the PPL in the Mooney. The Gs are a bit slower than some other models, but faster than the trainer. Run the engine till it makes metal, when where the cylinders replaced last? Insurance would probably be in the 2 AMU range. Falcon insurance in Kerrville Texas. Have an extra 10 AMU in the bank to spend on the plane after purchase price.

I still need to go out and measure our small county road, but I think if presented the option Probably go for the county road. Generally in the country the powerlines criss cross the fields in direct lines to the houses vs parallel to the road. Riding a 4 wheeler across the field at what seems to be a smooth field says it is not. If a plowed field, going to land in line with the rows. If a rice field or old rice field have to watch out for the water dams.

Planes are fungible assets they move about the country quite easily. It is in their nature

Develop the quick look and scan coupled with the tink tink directional finder. Just the other day in Homer Dan someone dropped a small part, I was on it like a retriever on a duck. Reached under the edge of the cabinets picked up the part and handed to the person without breaking step.

Jerry also says the port wing tubing usually goes out faster than the starboard.... maybe the red coloring

It starts with the "decorative furnishings" plastic vents that do nothing except rattle. Preventive maintenance definitions Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the repairing does not require disassembly of any primary structure or operating system or interfere with an operating system or affect the primary structure of the aircraft. It moves on from there up the scale depending on what you do. "Major" seems like flight surfaces, spars, struts and big fan related items. Wings fall off, fan stops. There is also Supplemental Type Certificate stuff, it if it listed, and you change it. Then there is owner produced part. Design it to the original specs or better. Since Jet Driven was using design and parts for the M20 Type Certificate as done at the factory, then they should be good across the line, but since it involves the airframe and airflow, it would be more in the Major catagory. A built in rear bench seat that is on the spar vs. a Mooney Seat that slides out with some bars pulled. Major vs. Minor I still think the rules are weird since you get entitled to change oil with a PP Cert. But you get no training on it. harkens back to the 40s and 50s when everyone had to change their own oil and tires and grease bearings

National Aviation Parts Accessories

The more I think about it.... The factory ones just rattle and don't really direct air. No use recreating a not so good idea. If I broke one, I would probably just rip the rest of it off and paint the alum to match the headliner. I like the idea of old ford vertical A/C vents with a scoop facing the air intake on top.

If you went up yesterday to practice landings then that was a waste of time, if you went up to practice air work, then you should have gotten a lot out of it that would have helped your landings. You should have been doing turns around a point down low and slow flight up high making the plane fly backwards and such. These type experiences in your bag of tricks greatly help your landings. because you are learning how gusts and changing wind direction affects the plane and what the response you should input to counteract the changing wind. Power out landings with slips lining up on different cows in the pasture and then moving to another would be another thing to add to your bag of tricks.

Have you studied about pilot attitudes yet? I kind of know your type since I have done IT for a long while. So here is something to think about. What you are calling "not idea for learning" conditions is blaming the winds vs. learning to fly the plane. In some places those winds are normal. If you are flying to other places and you experience those conditions you will still have to land the plane. You don't have enough fuel to fly back to your safe winds place. You have enough fuel for a go around or two, but eventually you have to land it. Think of it this way. Training carrier pilots are given 3 chances to make the carrier landing. Then they are no longer a Navy Pilot. You are not operating a computer, telling it was to do with proper syntax and 1 and zeros. There is not a standard process or procedure that will work every time like there is in IT. You are flying a plane in a fluid 3 dimensional environment. I actually envision the wind and what it will do to the plane and the control surfaces and the action and the reaction. Right now you keep blaming the plane or the winds. Change your attitude to be that you are the PIC it is your plane and you need to get it down safely for yourself and your passengers. Your instructor needs to teach you a bunch of tricks to put in your bag should you need to pull them out. My first one wheel landing was because of the winds. I had it set up to flare, got knocked out of wack. Got set up again knocked out of wack. So switched to having one wing down into the wind got the one main down and landed it. You should have your instructor do some forward slips all the way to a landing so you can pull that out of your bag of tricks when you need it.

That is just no ordinary rubber, the suggested wisdom is to use an old tire. cutting a tire is harder than you think. Once you cut a square out of an old tire you might realize that a $100.00 tire will probably work just as well as a $300.00 tire

I have Visio 4.0 on a book shelf. I had all of MS Office on 2 stacks of 3.5 floppies that I kept on my work desk. Still have a computer with a 3.5 drive. but donated my compaq portable with 5.25

One of the things Mrs. Yetti would keep telling me when I would say "If we had a plane we could make that or go there" was "You don't even have your license yet" So this thread will be SM make it to solo thread.....

Maybe work with the monitor manufacturers to create the streaming option.

spoil sport. There is already a USB port on the engine monitor. Hook that up to a Raspberry PI and have the Raspberry PI running analytical software that notifies and provides the pilot with real time information based on the analytic.

I think we are coming to one of my current themes. It is great to have data and have it presented to you. Changing data into information is the hard part. There seems to be a fair amount of people with fancy engine monitors, but don't know what the data is saying to them. The engine monitor should see High EGT and decrease CHT and say "hey buddy you might have a fouled plug on cynd #3"

Does morning sickness and a fouled plug sound the same? Can the engine monitor tell the difference between a sticky valve and a fouled plug?

This is not something that is taught in Primary flight training..(neither is changing the Engine oil, but we can do that after we get a PPL) What do you think the number of pilots that know what morning sickness sounds like? On some threads I have read that the morning sickness is done by the time the engine monitor boots up

Usually I work the problem this way. What is the top ten list of inflight engine issues? Once you have those you search for events or indicators that foretell of the most common failures (sad thing is you have to be recording and have stored the data and then have the failure) Now you have the way be predictive and you can alert and notify of conditions BEFORE the failure.

The company I work for is a software company that creates software that sits on top of control systems such as SCADA, DCS and the like. We historize and visualize the data from the underlying systems. We can also look for events in the data and then notify for out of range events. I just read a facebook post on how the person's #3 valve stuck open. The causes of sticky valves are known. Bad Lycoming design for oil delivery to the guide shafts, coking of the oil, wobble test, rope trick, conditions the engine is operated under, reaming of the valve guides to remove the coked oil. (Yes I got the chance to see a valve hammered out with a punch and hammer and then got to ream the guide) So will an engine monitor and a historization of the data show that a valve is about to stick, or come apart prior to the event happening? Would the user of the engine monitor know what the monitor is telling them to know? If the engine monitor can tell, then what does it not pop up a message that says. "hey just wanted to let you know valve 3 is getting sticky and at some point could stick fully open"

For recreating the original vents maybe a silicone mold process. http://www.tapplastics.com/product/mold_making_materials/mold_making_supplies/tap_silicone_rtv_mold_making_system/61 If there was a big enough market, making some molds out of alum would be best. Hobby king had a 3D printer for $300. A job and too many other projects helps me know my limitations

The eyeball vent part would be easy. Some aluminum, some silicone and some pop rivets. The trim piece would be the harder part. Maybe a plastic insert that is painted the same as the plastic double taped to the headliner.