rbp

i should have posted this https://www.aopa.org/news-and-media/all-news/2023/march/29/chicago-midway-class-c-expansion-mitigated#:~:text=The change was announced in,will follow the Chicago lakefront.

I'll be flying into CHD around Jun 15 for about 5 days to do some glider flying at Estrella, if anyone wants to grab dinner

OK, I see now that its changing on June 15th!!

Thank you everyone who chimed in. My friend's house is 25 mins from Exec and 40 mins from WUK, so I'll probably go to WUK, along the shoreline. Looking at the FLY chart, can anyone confirm that recommended ALT northbound goes form 3500 to 2000 under that 3600' shelf (then back up to 2500) is due to the westbound arrivals into MDW (6000->3000)? I'm surprised the Charlie doesn't extend over the shoreline Also, I don't see any air-to-air frequency like we have in the NYC exclusion zone. I guess talk to Chicago approach?

That’s because drag increases by the square of the velocity, and you eventually start going backwards.

Did a lot of flying in/out of Hollister. Rarely does the marine layer make it over the coastal hills because they are quite tall there. SNS is much more susceptible to marine layer because its west of the coastal hills. Burns off by midday about 10nm north of Hollister is a private grass strip called Fraizer Lake which has a parallel dedicated water runway.. very cool to overfly. and there are a lot of flower farms in that valley, so take your camera EDIT: I see now that there is an RNAV 31 approach with LPV with 300 DH, which means they now have to have an AWOS 120.425 Tel. 831-636-4394. Even if a marine layer, the ceiling will be at least 800-1000'. Its a long flat valley, and there LPV is to the longest runway with prevailing NW winds

I started my glider training there! If Quest is still there, tell him I said hi (if he remembers me).

I need to go to Wilmette in a few weeks. I am thinking Exec or Waukegan. Coming from NY, so I need to either transition northbound through/over/under the bravo, or fly across 66nm of lake. Thoughts?

nice try FAA (https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_61-142.pdf)

regarding "converted airworthyness" -- when my (former) plane was used for RVSM certification, the equipment manufacturer converted the airworthnisss to experimental for the duration of the test flights.

If you have a Garmin stack, a reason to choose the Garmin EIS system is that you will get one integrated log that includes data from the entire system, including auto pilot, GPS, air, data, computer, navigation, attitude, fuel flow and quantity, etc etc. as well as engine temperatures and pressures. This is what my log captured every second Date (yyyy-mm-dd) Time (hh:mm:ss) UTC Time (hh:mm:ss) UTC Offset (hh:mm) Latitude (deg) Longitude (deg) GPS Altitude (ft) GPS Fix Status GPS Time of Week (sec) GPS Ground Speed (kt) GPS Ground Track (deg) GPS Velocity E (m/sec) GPS Velocity N (m/sec) GPS Velocity U (m/sec) Magnetic Heading (deg) GPS PDOP GPS Sats Pressure Altitude (ft) Baro Altitude (ft) Vertical Speed (ft/min) Indicated Airspeed (kt) True Airspeed (kt) Pitch (deg) Roll (deg) Lateral Acceleration (G) Normal Acceleration (G) AOA Cp AOA Selected Heading (deg) Selected Altitude (ft) Selected Vertical Speed (ft/min) Selected Airspeed (kt) Baro Setting (inch Hg) NAV Frequency (MHz) Active Nav Source Nav Annunciation Nav Identifier Nav Distance (nm) Nav Bearing (deg) Nav Course (deg) Nav Cross Track Distance (nm) Horizontal CDI Deflection Horizontal CDI Full Scale (ft) Horizontal CDI Scale Vertical CDI Deflection Vertical CDI Full Scale (ft) VNAV CDI Deflection VNAV Altitude (ft) Autopilot State Yaw Damper State FD Lateral Mode FD Vertical Mode FD Roll Command (deg) FD Pitch Command (deg) FD Altitude (ft) AP Roll Command (deg) AP Pitch Command (deg) AP VS Command (ft/min) AP Altitude Command (ft) AP Roll Torque (%) AP Pitch Torque (%) AP Pitch Trim Torque (%) YD Torque (%) Magnetic Variation (deg) Outside Air Temp (deg C) Density Altitude (ft) Height Above Ground (ft) Wind Speed (kt) Wind Direction (deg) AHRS Status AHRS Dev (%) AFCS Attitude Status Magnetometer Status Network Status Oil Temp (deg F) TIT (deg F) Main Fuel L Qty (gal) Main Fuel R Qty (gal) Fuel Press (PSI) Oil Press (PSI) RPM Manifold Press (inch Hg) Volts Alt Amps Fuel Flow (gal/hour) CHT1 (deg F) CHT2 (deg F) CHT3 (deg F) CHT4 (deg F) CHT5 (deg F) CHT6 (deg F) EGT1 (deg F) EGT2 (deg F) EGT3 (deg F) EGT4 (deg F) EGT5 (deg F) EGT6 (deg F) Engine Power (%) CAS Alert Terrain Alert Engine 1 Cycle Count

I have never run 1650. My target is 1550. Maybe I am over cautious?

let me rephrase the question: how is it possible to do a 5.5 hour trip in a factory Bravo (standard tanks) operated at 75% power not contrary to the POH (ie. ROP no LOP)

You’re one of the only people running a Bravo lean of peak. Maybe the only? I guess it’s possible at slow cruise

89

How does a tailwind increase endurance?

I burn 18 gallons per hour. I’m not sure how you do this.

from: https://www.gsmarena.com/apple_ipad_mini_(2021)-11105.php "GPS, GLONASS (Wi‑Fi + Cellular model only)"

Exactly. “Efficient” is the #2 attribute used with Mooneys, right after [Mooney] “zoom”. A 201 mph modern J would probably not be any more efficient, at 4-5x the cost

If mooney made a "modern" J model with a glass panel and acclaim-like interior for $750,000, would you buy it? Note that a new NA 182 is over $700K (https://pilotpassion.com/how-much-does-a-cessna-182-skylane-cost/) An SR20 is $579,900 and an SR22 $772,900

https://fly.garmin.com/fly-garmin/logbook/ then click on one of the flights

this could be true if there was more repair capacity than demand, but its the other way around.

The second article is from Friday, June 7, 2019. in any event, my A&P suggested them , so if he is OK to install them then so am I FWIW, they are $675 + ~$20 shipping, and come in black, red, blue, and with white, and with black or silver rivets to match your ....

lets hope it never happens

yes, if you consider your airplane an investment. if you consider the payment to be a transfer of risk, then its insurance