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About PaulM

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  1. Transition Training: 172 to M20C

    Also, Have the instructor do a cross country with you, so you can see what cruise speeds and descent planning feel like. When I originally transitioned to a J model, the instructor had us fly out to the practice area for stalls, air work etc, and then all of the rest of the training was pattern work, all under 100kts. The first time I took it out for a x-country it just kept going faster (trim down), and faster (trim down) until we were 50kts quicker than a 172.. That was interesting the first time. The bravo transition was Ho-hum in comparison.. oh another 20kts.. ok.
  2. The text of the presidential TFR's say that a VFR flight plan is required. Anecdotally we have heard that controllers have not required them, and actually have no way of checking with their computers since VFR flight plans don't get routed to approach or clearance , only IFR and DVFR (which are filed as IFR with DVFR in the comments). To approach a code + talking is all they require, but I'll bet that if there is a violation, the lack of the VFR plan will just be added onto the list of things they violate you for. When 7/9037(current edition#) came out with the special KMMU area I wondered what was the magic difference for that traffic. The first couple of TFR's back in 2013 had that corridor, and it was used like the Leesburg maneuvering area. You squawked 1226 and left or entered directly via the cutout. On this new one the only difference is the requirement for the VFR flight plan, and that you can talk to tower rather than NY Approach when the tower is open. The implication that they wrote all of this exception text for VFR flight plans is that at some level they care about it. Or there was enough desire from the MMU flight schools to get an official on the record that VFR flight plans weren't required @MMU, rather than relying on the pinky swear "Well we haven't violated anyone yet for not having one" From 7/9037: During the time when the MMU Air Traffic Control Tower is closed, from 0231 UTC until 1059 UTC (2231-0659 local), pilots must comply with all of the requirements of FDC NOTAM 7/8493 ZNY AND 7/8492 ZBW, including the requirement to file a VFR/IFR flight plan. As for the shape of the new 30mile TFR's, they are generally 30 mile TFR's with exceptions around certain airports. Today's NYC class B TFR exempts TEB access from the 7 mile core. It exempts FRG and HPN for access, and outlines the procedures for helicopters and floatplanes to access the manhattan heliports via TSA screening at Linden and FRG. For most of us, IFR/VFR flight plan. Get the code on the ground, don't squawk 1200 and stay away from the "core" .
  3. You call the local approach control on the ground and they give you a code + frequency (Just ask approach or the locals for the phone#) according to the TFR you should have an IFR or VFR flight plan in the system for your flight. It is the same process as getting IFR on the ground without a tower. The current NYC TFR (7/8493) Exempts flights in the KMMU corridor from requiring a VFR flight plan when the tower is open.. Code + talking to tower are still required. On arrival you just keep your code to the ground, never use 1200 in the TFR's. Lantana is blocked during the TFR since they won't do screening there. Solberg and Somerset are also blocked during the NJ TFR 10 mile ring for the same reason.
  4. It is too far out to really know, keep watching, and when you get to the < 60 hour prog charts you will have better information. Remember that all of those light green areas are "some rain/storms" Dark green is "definitely storms" does some nice visualization with time forecast. AOPA Good graphic visualization of VFR,MVFR,IFR,LIFR. Foreflight MOS So, Day 5 prog chart, large high over IL... you will have no problem getting to southern AR (Monroe, Vicksburg). Watch the overnight cycling of IFR/fog in LA which will preclude early morning VFR, but have midday-afternoon VFR.. Today you probably would want to bend to the west via LittleRock.. coming in behind the Low. Look every day and say "could I have made it today? How about tomorrow?" There is a cold front across OK-NC all week... but it isn't embedded with low ceilings. What are those t-storms?.. are they afternoon cyclical? This would be a go for me.. IFR, XM weather + ADSB + Strikefinder. Fly as far as you can up to the storms, and with VFR ceilings below the clouds you can work your way in. This flight was IFR only for the last 20 mins or so, and I was in VMC with a view of the ground and good "turn around" options most of the way:
  5. Favorites EFB's

    OpenGL is going to be part of the Android OS. So if your tablet cannot be upgraded to Android 4.3 (and the vendor implemented it for their graphics chips) then you can't run those programs. I'm not going to discuss the history of GL (Silicon Graphics unix workstations circa 1990+)
  6. Mooney bravo data actuals

    You might try swapping the CHT probe (2 to 4) and see if the problem follows the probe or stays with the cylinder. I had EGT #2 + #6 go bad last month... and #2 die again after 4 hours (infant mortality) but those failed low (as you would expect in a TC short down the probe) . Also CHT #5 failed during the annual, which they said went high then off the chart and XXX etc.. I also saw a CHT probe in a Seneca indicate way hot 800+ which seems to be a similar failure. On my Bravo #2 is the coolest and #1 and #3 are the hottest and your test was at a lower MP (29.1)? I don't think I can break 400 at that MP... it has to be cowls closed > 32" to generate that heat. Running the peak lean test will also tell you if an injector is blocked.. since it would peak well before the others. When EGT#2 went bad (read 100F lower than all of the other EGT's) I didn't know at first if it was a probe or a blocked injector, but during lean it peaked right along with all of the other EGT's.. showing that it was a relative problem and probably a probe issue. To answer a previous question the turbo sits below Cyl#6.. here is the parts book. Could you have a blocked exhaust valve oil port? I had #2 and #4 leak this last winter.
  7. G1000 Tachometer has the hiccups

    I had mine fail/(knocked) during an oil change last year.. The pickup on the mag is very delicate and had to be re-soldered. I suspect that the strain relief is holding the wire in place but electrically the bonding is dodgy.
  8. New Garden, PA (N57)

    IF you file SAX ->D (starting from the VOR not the ground) and talk to ZNY in the air you can get that routing. Otherwise you are talking to ABE approach, and they always send you to FJC.. and the computer just loves LAAYK from there. part of the problem is that rwy25 departures are ABE...and rwy7 is ZNY.. At best I will get FJC -> HUO -> from the computer, and the ABE controller will modify that to FJC -> SCOUP -> HUO.. since they will give you D->SCOUP as soon as you are radar identified and above the MVA. It is all the lost comm procedure, 1N7 to FJC is down the valley, where V162 is right on the mountain ridge. I only get good NorthEast/Boston/NH routes from KMMU (BREZY V39) ... further out the TEC system pushes you way north.
  9. New Garden, PA (N57)

    The will convert it to MODNA... Just like LAAYK. Have you seen the routing from 1N7 to KHPN and other south CT airports? FJC LAAYK T216 IGN KHPN. That takes you half way to Albany.
  10. Dear Philly Approach

    You can get -> Direct up to about Harrisburg PA... around ABE you will get shoved into the system (say hello to LAAYK).... Same thing westbound. ETX V30 PSB ->D and you will get ->D from ZNY as soon as you are handed up to them.
  11. Dear Philly Approach

    I think part of it is "that is the way the ARTCC computer is programmed" and it does seem like the controllers like to keep you out of their way so they don't override it. When coming from the south you will get a re-route talking to Patuxent approach switching you from your AF V213 ENO V29 route (right over Modena) to ENO DQO MXE SBJ... which is exactly the same route to Modena.. and then sending you into central NJ rather than via ABE... until you get handed off to ZNY... who immediately vector you direct destination, and depending on the approach to 1N7 either hand you off to ABE, or keep you in ZNY. When I flew to Leesburg last year, went down via Lancaster and Fredrick almost direct (IFR for the SFRA)... Filed the same way back... Nope, V419 MXE!! SBJ!!! so I'm going to blame the computer. Silly stuff coming from the west as well, ZNY hands me off to Wilkes Barre approach, who amend the route to ->STW->1N7. (probably due to a LOA with ZNY) .. then hand me off to ABE... who immediately revises it back to ->1N7.. (ABE must have a different LOA with ZNY) You get similar things going NE.. File BREZY CMK HFD... the computer will correct you to BREZY V39 CMK V3 HFD. I bitched at Foreflight years ago about this... the TEC route includes the V#'s... but if you use their "route tool" the FF system strips them out, and then when you file, you don't get AF, since the computer wants them put back in.
  12. Seth, Have you thought about a Duke?... Dave's personal one is on his list:
  13. Electronic Ignition

    I think that this has promise. If/when they get the STC. The e-mag looks interesting as well.
  14. Parking Brake DOES work

    Yes, if you look at the diagram in the POH the Mooney parking brake is a valve between the rudder pistons and the brakes, so it holds the pressure that has already been applied. Cessna's current pull and turn system works differently and pulls the rudder pedals forward via a cable.. and the turn just locks it into place. I just checked and older Cessna systems were just hydro locks like our mooney.. I seem to remember that the 172N we had (1982) was the newer system.
  15. I ordered this 12v unit.. I'll give a pirep after it comes in: