Ragsf15e

Not sure your exact setup, but we just switched my rpm pickup to the remaining mag… is that not possible?

I don’t have pictures, but it definitely looked less shiny and more dull/brown in places. Good channel chrome does look different, it looks like a shattered window. Spidery cracks down the sidewalls.

And obviously you’ve tried lpv approaches elsewhere and not had intermittent issues? Is it just this approach (local issue) or all lpvs (gtn issue)? One thought with zero research and evidence (it’s the internet, get what you pay for), possibly it’s losing waas there? I’d think it would annuciate that? Is it is it reverted to LNAV which doesn’t need waas?

Took me a while to find a good resource documenting only 100ll, not “avgas”, but I finally found an AOPA page showing that it weighs 5.56lbs/gallon at 40c (104f) to 6.3lbs/gal at -40c (-40f). Ill stick with 6lbs/gal for my math, but it appears 5.8 might be ok too.

I think the point people are talking about though is the base to final stall/spin scenarios. And then bringing in uncoordinated flight. I totally agree that you won’t stall these airplanes without pulling on the yoke, and it’s pretty hard to stall them with the nose down. I don’t even mind if people bank a bit aggressively to let the nose down while turning as long as they don’t “load it up”. But if they want to turn, they have to pull at least a little. But if we’re discussing base to final turn, not pulling on the yoke (to some extent) means not turning. I think people are gonna be pulling at least somewhat. In almost all cases, I think they’ll feel a buffet and probably hear the stall warning and be slow before stalling. That video made me think that you might not get all that warning if you do happen to pull in a skid. Even with the nose down.

Oh that’s definitely possible. Maybe even likely. That’s why planning, thinking, and coordinating with your shop are key. I really think you’ll be much happier waiting to get something new. Look and see if anyone is selling a used certified G5? Not sure if that’s a thing, but if it breaks, it’s easy to replace.

Well I use 5lbs/gallon, so I have 900lbs with full fuel . I’m just messing with you, but why do you use 5.8? For the record, I have a ‘68F and 1035 UL. 650 lbs left with 64 gallons. Gotta get rid of my 3 blade and save a little more weight.

I agree the G5 and-275 are more than a used mechanical HSI, but installation is roughly the same (if not more for the used mech). You should save up and do at least the G5 HSI if you really want an HSI. Heck, I have a used mechanical HSI and magnameter in my hangar. Working when removed. I’d probably give them away for peanuts if someone really wanted to install them, but I definitely wouldn’t recommend that to someone. If you install used, you have outdated, unsupported (somewhat), “tech” from the 70s, but install cost was same as a G5.

Nah, I agree with your point, you’re missing mine. If you don’t “load it up”, it won’t stall, but there’s no good gage for “load it up” except an AOA indicator. Buffet and stall warning work really well too, but my point was that you shouldn’t expect much/any warning prior to being upside down if you stall in a skid.

There’s a NAFI video I just watched that was ok, but it did have some good videos. They were myth busting and talking about slips and skids. Now i use to teach spins in a high performance aerobatic ac and I still learned something… they stalled a C-172 in a full slip several times. Lots of buffet, stall warning, etc. plenty of warning. Then stall… wait, no spin?? I thought for sure it would try to go, but no. Then they showed a skidding stall (in a citabria). It had zero warning and rolled over rapidly. They claim it had nothing to do with tge airframe, just skid vs slip. I’m gonna go try a slip stall in my Mooney and report back. https://www.nafinet.org/mentorlive theres a link to it on this page, then you’ll have to give name/email, but the hour long video is free.

I didn’t mess with that since my oil consumption had changed with no appreciable mx done. What I did do was replace the remaining chrome cylinder as it was flaking anyway. That fixed the oil consumption back to normal (at least for chrome) of about 1qt/7. The oil still blackens within ~10 hours, but theres less on the belly and less overall consumption. BL- i think that cylinder had a lot of blowby.

I’d just be careful, as an outside observer to this discussion, it appears that you’ve already made up your mind not to go around after touching down or maybe flaring is the cutoff? Or maybe round out? Or short final? I guess my point is, don’t let yourself think that you’re infallible to the point of locking out a good option of going around after touchdown. I have a good amount of time, lots of instructor time, fly professionally, etc, and I had to go around after touchdown with my whole family on board. I firmly believe it was safer than staying on the ground. Runway was ~3,500’, so not short, airspeeds were reasonable, maybe not perfect, weather was blustery but not overly. Somehow I flared and bounced. Up until that point, I had nothing telling me this landing would be any different than the last 600 Mooney landings. Did I catch a gust? Micronap? Too steep? Too fast? I don’t know, but I am sure the next bounce would have been much harder. T&G practice made the GA execution second nature, even with (or especially with) the full flaps I had.

Very slick. The airplane looks real good that way.

Yeah it’s fast, but you’re permanently NORDO and lost! Where the heck did hide the comm and gps antennas?

What are you using for adsb in/out?

No reason for 2 navs if you’ve got separate gps. However, you will have to do all your precision approaches off the older nav… is that going to be hooked up to your hsi too? Or is it already on a separate cdi? Your scan may suffer on precision approaches if it’s a separate cdi. depending on what type each is, will depend on what HSI you can get, but I wouldn’t recommend any of the older mechanical versions. Just go straight to a G5 or GI275. Not only can they do the HSI thing, but provide backup ADI and probably be fine as part of any future panel work you do.

I want to say maybe @LANCECASPER used them for something too?

Just remember all this talk of stall speed at 60 degrees of bank assumes level, unaccelerated flight. To feel this, go up and do steep turns. No wait, PPL steep turns are only 45 degrees. Do 60 degree steep turns at say Va. It will require a lot of power addition and a firm pull to maintain level flight. You will definitely feel the 2 Gs. Yes, in that condition, stall speed is ~40% higher. At less than 2 Gs, the stall speed is much less. As @aviatoreb said, it’s AOA that matters. Doing steep turns and slow flight and stalls and turning stalls are all very good for us. Remember, I can easily fly 90 degrees of bank and 50mph and not be stalled. I will be at less than 1 G and nose will be falling. I can do 60 degrees bank at 75 and not stall. Really easy to prove to yourself at altitude. Before I get flamed for suggesting 90 degrees bank and 50mph in the pattern, I’m not suggesting that. We just need to remember these relationships (academically), practice them at altitude (skill), and apply them in our flying (combination + experience). A good instructor can help.

Depending on where you’re having it done (or doing it yourself), that may be part of the job. There’s a gasket on both sides of the interior under pilot/passenger knee area. If it’s all open and the experts are doing it, I’d definitely change that. However, it can be done outside of a full tank reseal. Another consideration is for new or overhauled level senders since it’s all open. Depending on your fuel gages, CIES makes far superior fuel level sensors than our original. However, if you keep the originals, overhauling them is also an option.

Well 2 things… Fighter pilot stories only require 10% truth, so either way we’ve met that threshold… Second, you can probably successfully eject with your lap belt undone. The lapbelt is part of the seat and is separated at some point during ejection before you separate from the seat. Shoulder harness and crotch straps are part of the chute. You need those. Ejection is like a simple 27 step process. Actually I know of at least two other pee/ejection scenarios. One was on the ground. Both lived.

Yeah, the PA-46T I manage has one too. Picture an aircraft pressurized to 9,000’ but flying at 25,000’. When you squeeze the little handle to open the valve on the funnel, pressurized air shoots out through the funnel causing a cold breeze. It’s not ideal. Well, that and the POH warning about severe corrosion risk of urine, so the pilot has to dump like 2 gallons of baking soda/water through the thing immediately after the flight. I like bags better, but basically, I just hold it.

Awesome job “flying it all the way through the crash!” (That’s Bob Hoover advise…). So glad you kept the airplane flying and chose a good spot! Great job considering the gear but not second guessing yourself either. Turned out great! Hopefully someone can look at the throttle linkage and see what failed. I think the actual cable to throttle uses a castle nut and cotter pin. Most importantly… If it was your wife with you (reference from your earlier posts), will she let you buy another plane and fly with you again?

Definitely glad everyone is ok. Nice job getting it down under control and survivable. Hopefully @mluster can come back here and let us know what happened so we can all learn.

So you must have been ROP with that ff at 10,000’, and it just went cold? Seems pretty blocked. Probably a little exciting. Did you know exactly what it was at the time?

Don’t do 3 without 4 and vice versa. I would fly it for a year as is myself and then go big for 3/4 once you’re really sure.