ilovecornfields

Well, the sheep ain’t talking. ;-) @GeeBee, I completely agree with you. My intent was not condone libel but to encourage healthy discourse on how similar situations might have transpired and what one could do to avoid an undesired outcome. Like I said, not to do the NTSB’s job or sling things around that are not “well thought out and respectful.” I worked over 13 years at trauma centers so I completely agree that the media reports are often more fiction than fact. What was surprising to me was the stuff that somehow didn’t end up in the media.

I’m not a CFI (AGI, but I don’t think that counts) but I would disagree a little bit. For me, the benefit of the accident reports and speculation is to try to figure out why a reasonable person thought that was a good idea at the time, and then decide how I would handle that situation in the future. It’s not to do the NTSB’s job for them or find someone to blame. I find that in stressful situations it’s better if you’ve already thought out or rehearsed the scenario beforehand than if you try to make the best choices in the heat of the moment (because that often doesn’t happen). Speculation about accident reports allows us to do this. I think the reason we talk about current events is partly due to motivation and partly because so much uncertainty allows for more speculation. I think the speculation is more useful to me than the NTSB report because it covers so much more. As long as it’s well thought out and respectful.

Maybe the underlining will help. I forgot that part.

Are you aware of the “ignore” function? Just asking. ;-) I think we already heard from the CEO of Mooney that the plane wasn’t at the shop. Not sure what random people speculating otherwise really adds to the conversation.

It’s the same engine. Only difference is some tweaks to the prop governor and fuel flow settings. If you run it at or below 2500 RPM it is no different. As far as being “correct” I’m not really sure what that means. If you follow those numbers, you’ll be likely to buy some new cylinders prematurely. Better to learn how to manage your engine using an engine monitor than to blindly follow those numbers.

Two questions (and, unfortunately, no answer to yours): 1. Why would you use the power settings on the visor? I get ridiculous CHTs if I do that. 2. What RPM are you cruising at that is so much different than the visor? Maybe it’s just me, but 90% of the time I’m at 50–55% power on the JPI, 2300 RPM and I lean to keep the CHTs below 360. It’s around 10-11 GPH. If I want to go fast, then it’s WOT, 2550 RPM and about twice as many gallons per hour. Only time I’ve ever used 2700 enroute was to get on top of some ice.

Did they practice low approaches gear up? I would imagine the plane flies differently on short final with the gear up vs down.

They probably are, but you would need a huge study to “prove” it. https://www.cochrane.org/CD004002/PVD_compression-stockings-preventing-deep-vein-thrombosis-dvt-airline-passengers https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6477662/

DVT is a “deep venous thrombosis” not the little guys you can feel by touching your leg. Superficial clots rarely cause problems, it when one of the clots in your deeper veins “goes” and then finds a pulmonary artery that’s the same size and gets stuck there that causes big problems. That’s when people like me get involved. Yes, we make and break microscopic clots all the time. That’s part of the job of your lung capillaries - to filter them out so you don’t send them to the rest of your body. I like oatmeal too (especially Bob’s Red Mill Steel Cut Oats) but I’m not aware of any evidence that this reduces your risk of getting a DVT.

When I was a resident I was doing a rectal exam on a patient and right as I was getting started my attending told the patient “Don’t worry, the young doctor is very thorough. He’s going to use two fingers so he can get a second opinion.”

High Desert Avionics in Lancaster, CA just did a similar setup for a friend of mine and they seemed very knowledgeable so you might want to give them a call. 661-949-8300.

I like compression stockings. I wear them on long trips. Travel can certainly increase your risk of DVT but the absolute risk is still pretty low (less than 0.5%). I don’t think compression stockings will hurt you and if it makes you feel better to take an aspirin that probably won’t hurt either (unless you’re allergic or have an ulcer). Both of these have pretty weak evidence of benefit but not nearly as much benefit as anticoagulants. Here’s a good review: https://pubmed.ncbi.nlm.nih.gov/21083651/

Anyone know where he’s staying so I can send him his prize?

If those are my two options I definitely wouldn’t pick COVID.

What about the pizza that gives you syphilis?

This never made sense to me. Why does the IO-550 have the boost pump off for takeoff and landing but the Lycoming engines have it on? I know you can flood the engine with high boost but it just seems like low boost might be helpful during takeoff any landing and to prevent vapor lock.

She’s going to be awesome. My son didn’t start taking lessons until he was 8 so she’s way ahead of him.

If a CFI was absolute protection against crashing I think their hourly rate would go up substantially. I know of at least a handful of CFIs who are very experienced and teach because they enjoy it, not because they need the income. If you’re expecting one of these gentlemen to hop into the flying jalopy you just bought off eBay, break you of your bad habits and face a multi-million dollar lawsuit if you somehow screw it up then you’re delusional. Good instructors are priceless: I have no problem adding someone to my policy in exchange for excellent instruction. The ones that don’t want to be added probably aren’t the best ones to teach you about risk management…

Any MSC can do it.* $5000 for the STC paperwork plus changing the spring on your prop governor and adjusting the fuel flow. Only some propellers are compatible with the STC so if you don’t have one of the approved ones it’s going to be a lot more expensive. * - Any MSC can do it, but some do it better than others. The one I took mine to messed up the fuel flow (way too low) and didn’t adjust the prop correctly so it only made 2650 RPM. Had to take it to another MSC to have it done correctly.

Try this link: ADS-B Privacy (faa.gov) With the callsign and anonymous hex code I think you get pretty good privacy. Someone could still track your flight but it wouldn't be linked to you. I just applied for my PIA code so I'll see if it works. It actually wasn't that difficult, probably took 30 minutes total + 1 flight to produce the PAPR report..

You can get a Mode S code not linked to your tail number once you get your call sign to complete the process: Once you are registered with the FAA for PIA, the FAA will assign you a new Hex Code and Tail Number to enter into your transponder. You will use those assigned codes for your PIA flights. That data will be what is shown on Flight Aware. You can learn more about the registration process here: https://www.faa.gov/nextgen/equipadsb/privacy/

It’s just “Foreflight 1234” or whatever number they give you.

I’m already blocked on the sites. I guess the next step is getting an anonymous hex code. I found the answer: Q: WHAT KIND OF FLIGHTS AM I ALLOWED TO USE MY FOREFLIGHT CALL SIGN ON? A: You can use your call sign on any VFR or IFR flight plan within the U.S. airspace. If your flight leaves U.S. airspace at any point then you may not use your call sign on that flight. Q: DO I HAVE TO FILE A FLIGHT PLAN IN ORDER TO USE MY FOREFLIGHT CALL SIGN ON THAT FLIGHT? A: No, you can use your call sign on VFR flights that you do not file. ATC will still refer to you by your call sign if you contact them during the flight. https://foreflight.com/support/call-signs/