aajones5

@M20Doc I originally wanted to do a comparison study, but unfortunately I'm working with little time here and was advised against that. If I do get the chance to do more research that would definately make for a great comparison!

Yes it doesn't collect names emails or anything. All I can see is when an individual response was submitted nothing else.

@kpaul If you fly for a living and would still like to take the survey I would love to get your response. I'm interested in covering the whole spectrum of flying, getting a response for the very short-haul flying would be wonderful.

carusoam, Just edited it so it should be good now thanks for the suggestion. Yes sleep is very important to me as I'm not someone who can function well when I cut myself short, not a useful quality for a college student or an airline pilot I imagine but I make due. One of the things I'm interested in is to see if jet lag causes a decrease in the quality/quantity of pilot's sleep.

@carusoam I apologize that link was clickable the other times I had posted it not sure why it wasn't this time. Thanks @kpaul for the save and thank you for the well wishes!

I realize that this may not be the best space, but I'm out on a limb here. Apparently airline pilot central is not too friendly to research studies and I still need a lot of responses for my study. I'm in my last year of college and I'm trying to finish so I can start my airline career. I'm doing a small scale research study for a class on pilot fatigue, it is something I've found interesting since it will affect me everyday in my career and I decided to focus on jet lag and the role it could play in pilot fatigue. All I need are pilots flying regularly scheduled routes who are willing to answer a quick 10 minutes survey. If you have any questions or concerns please feel free to message me and I will answer them promptly. Thank you. Survey Link: https://docs.google.com/forms/d/e/1FAIpQLScZl2JDvExVKfgLiF4bx2n6Q-dXF3jPUjzS7UP_H-4xLCY8QQ/viewform

I tried both of these things today just not at the same time, I'll have to keep working on it.

Ok so I had to do some corrections on the MAP and OAT and all that is good now. Mainly I'm trying to figure out the leaning portion now, I was flying at 50% power today and just couldn't get it LOP very far at all, I had the hottest cylinder slightly lean of the peak but the other were still ROP and the engine gets really rough. I've also noticed that my #3 cylinder seems to be significantly hotter than the others, around 150F hotter on the EGT while the others were pretty close together as well as the CHT is usually between 400-450F on the climb while the others are below 400. I'm wondering if there's any danger of running that hottest cylinder at peak with the others cooler because that's the only way I can get a FF that's at or below the POH values.

Ladies and gentlemen after months of waiting and preparation, I've finally got my EDM 830 installed! I couldn't be happier with the job that Auric Avionics did in installing it, unfortunately I can't post pics right now but they'll be up as soon as I can. Installation took 39 hours so right where I was expecting. However on the flight back home I noticed a lot of things that seemed weird. First off the MAP was always about an inch above what my factory gauge was reading and the RPM was always about 100rpm lower than what my factory tach was reading. As far as leaning my cylinder EGT spread was about 100-120F I'm not sure if this is a big spread, I flew in a cirrus yesterday that had spreads of 30F. I tried leaning LOP but it seems like once I peak the hottest cylinder I can only go about 20-40F cooler on that cylinder before my engine starts running really rough. Is it just impossible to get LOP with my engine or does that mean theres something wrong? Also on climbout my hottest CHT will always go above 450F and start the alarm, I'm usually doing about 100mph for the first 400ft and then I start to transition to 120mph, but does this mean I just need to pull the power back quicker on climbout? My fuel flow and fuel used has been very accurate so far so no complaints there. I've also noticed that on takeoff when I go full power my %HP only gets to about 75% and I'm around sea level all though it is pretty hot. I think this partially has to do with the fact that I've noticed my OAT on the EDM doesn't match up my other OAT gauge I have. It reads a lot higher on the EDM, but my other gauge matches up better with the temperature that it feels like outside as well as what it says the temp should be on the winds aloft charts. So I'm wondering was the sensor installed wrong. And finally my carb temp was not what I was expecting. When I'm taxiing it says its above 100F even when its 85F outside and during cruise it will read about 7F warmer then the outside air and only when I start descending do I see it drop to the OAT or slightly lower (and this is compared to my non-EDM OAT). Thanks guys and sorry for the excessively long post.

Hey everyone, I'm currently in the middle of my CFI training and I just wanted to hear from everyone about what you really liked and what you really disliked about any part of your flight training. I want to know generally what you guys struggled with and things you wish your CFI did better or didn't do at all. Also if you want to, if you could post your current total time and the ratings and licenses you hold. Thanks!

Me and my CFI can't figure out which one I need to write that in Sent from my iPhone using Tapatalk

its the CFI in me coming out, you just get that urge to be a know it all

I've got an alternator not sure what kind of voltage regulator, but it had been a long flight with a very slight negative amps the whole time so I imagine the battery had been draining. The battery is also very new so I don't think its lost any capacity

I had a flight the other day that was particularly long, 6 1/2 hours with a brief stop and as I was coming in to land I switched on the landing light which pulls a lot of amps and as a result my gps cut off and restarted so I'm thinking its not the gauge and actually a problem so I'm going to schedule to take it to a shop this week

I believe you've got that backwards high pressure systems rotate clockwise, unless of course you're in the southern hemisphere

Well this will be my route after I've exhausted everything I can do myself. Sent from my iPhone using Tapatalk

I would also like to add that I think it's easier to remember to put the gear down on landing because since it's more work than just flipping a switch you remember easier and not seeing a big bar in front of you is a visual reminder, however you have to be careful to make sure it clicked in the slot all the way or else it might pop out on landing, I've had one occasion where a last minute GUMPS check on short final revealed that the gear wasn't locked in all the way. Now I'm in the habit of pushing up on the bar real quick right before I cross the threshold a lot of times without even thinking about it Sent from my iPhone using Tapatalk

I'm learning towards this I'll have to check tomorrow Sent from my iPhone using Tapatalk

I always thought that switch next to it was the alt static source but that's the valve behind the vsi in the bottom pic so I guess that's my alt static source, I took the top part of the panel off so I could see better behind it but I still couldn't see there that black valve connected to. Also my cowl flaps are pretty fixed they definitely wouldn't be connected to that Sent from my iPhone using Tapatalk

I don't have a low vac light on but I did see this Sent from my iPhone using Tapatalk

Other than testing the volts at the bus bar which I'm going to do hopefully tomorrow what else can I do? Keep in mind I've got no idea what I'm doing when it comes to electrical stuff but my flight instructor can help.

What could I do to test if it is the alt static or not

turbocharger on a C?

i'll see if its for the defroster, it doesn't click into place you can pull it and push with some effort but it always returns to its original position

Not cowl flaps either mine should be fixed