rbp

seems plausible, however "vapor" is compressible, but "liquid" fuel is not, so I'm not quite sure about "build[ing] pressure" to overcome vapor lock. conjecture only, as I'm no expert. but if it works, it works!

If the mixture is off, where does the fuel come from?

Sent to @TrekLawler today: Hi Trek — My plane is going in to SureFlight this week, where Chris is going to be looking at the GFC oscillations in IAS and VNAV modes. These modes are UNUSUABLE for me. Note that I have tried alternate static and the controls/yoke, etc were lubed at the last annual. There are still a lot of people on MooneySpace ( https://mooneyspace.com/topic/42115-gfc500-problem )having problems, and folks are cross-referencing similar issues on BeechTalk viz vibration ( https://youtu.be/WEf73kRPOLE ) and the fact that there are different servos on the 600. I’m wondering where all of this is going, and what Garmin’s plan is to get to track all of these issues and get to the bottom of them —Bob

doesn't LPV GPS-based vertical guidance begin at the FAF TIMBE? that means its baro ALT on the IS from BEGKA to TIMBE. if his ALT was off by .60", he would have been at 1600 at TIMBE, and would have kept flying at that altitude until the intercepting the GP (this happens on an ILS, too.)

yes, inside a cyclone

from what I have personally experienced, the oscillations only happen in IAS and VNAV modes, not VS

I have the recogs on order as well! (hint hint when are they coming in @OSUAV8TER)? anyone have a good way to clean the inside of the taxi/landing light covers?

not quite sure what you're saying -- its too hot?

Arrived back from NH in time for this beautiful sunset flight down the Hudson River.

Software inside the Hero

good idea

I looked at the G3X versus the G500, and went with the former. The resolution is higher on the G500 and the processor is faster, but it is much pricier. Have been flying the G3X now for a year, and its spectacular

It depends on what third-party hardware you mean. I have a stormscope and I have a skywatch, both integrated with my GTN750txi + G3X

I've been experimenting with a GoPro attached to the tie-down ring of my plane. And last week, I bought a used GoPro 10 from a friend that has image stabilization and HDR IN 5.3K video. Here's 9 minutes of spectacular video for this portion of the flight The image stabilization is unreal https://vimeo.com/774266480

low-energy landings are the best landings! I think the fast landings in Mooneys is a result of overcompensating for the unforgiving stall characteristics of these planes.

so much to be learned from flying other types!

https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_68-1A.pdf Physician Qualifications. The FAA relies on the determination of each State (as well as each territory and possession of the United States) as to which persons it will license as physicians. If the person holds a license as a physician issued by any State, territory, or possession, then they meet the requirement as a state-licensed physician. The FAA notes that all States license medical doctors (M.D.) and doctors of osteopathic medicine (D.O.) as physicians; although Federal and some State laws may permit the licensure of other persons, such as doctors of dental surgery (D.D.S.), as physicians. While the FAA expects that these specialists (e.g., D.D.S., dentist, podiatrist, etc.) who do not also hold an M.D. or D.O. would not have the breadth of training for a BasicMed medical examination, the FAA will rely on each State-licensed physician to determine whether he or she is qualified to conduct the medical examination. it specifically states *physician*. an NP is not a physician in any state.

I will only put full flaps in if the nose is within 90 degrees of the runway heading (eg base or final). With gear and full flaps, there's simply too much drag. On a straight in, I put full flaps in at 1000' AGL because I find that long stabilized approaches make for more consistent landings.

an NP can perform the exam, but an MD (DO?) has to sign the checklist. no clue about Chiropractors

same

In Admin v. Thomas, N.T.S.B. Order No. EA-4309 (1994), the FAA held responsible the non-PIC pilot for a near gear-up landing: “an aircraft requires only one pilot does not support a conclusion that a second pilot (or even a non-pilot) participating in the inflight operations is not accountable for his own actions.”i

It’s plenty long with no obstacles. but it is narrow, esp on finally. The good thing is that the nose wheel doesn’t care how wide the runway is

this is not an isolated occurrence. regardless of who agrees to be PIC -- informally or in writing -- the courts the NTSB, and the FAA has ruled that the most senior pilot (and a CFI in particular) in the aircraft is responsible. This is the Hamre doctrine, I believe.

Mexico no longer requires Class 3, nor does Bahamas. Canada still requires Class 3 as well

my experience having let my Class 3 lapse due to illness (and learning to fly gliders!), and then having to go through the special issuance process, is that if you can fly under Part 68 (basic med) instead of under Part 67 (FAA Medical), you can save your selves huge amounts of money, time, and effort. Basic Med can be done in an an hour. https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-68