ragedracer1977

A g500 is an MFD/PFD, not an autopilot

I’ve wondered about that. My 430W is tied into my G500 pretty heavily. Would the avidyne play nice?

Can someone explain what’s going on at the top of the cylinder? It looks like a big chunk corroded off above the intake valve and then it looks like a hole to the 7 o’clock of the exhaust valve. how did they replace the exhaust valve without pulling the cylinder?

If he actually sold an STC to every airplane, I think he’d be a pretty wealthy guy. $2 a horsepower roughly, 150,000 piston engines or so, average 200hp - $60,000,000 ain’t bad. That said, I don’t know that’s his goal. I really think he just wanted to know if he could.

UL94 is essentially just regular avgas without the tetraethyl lead and etheylene dibromide additives From what I understand, GAMI at this point, doesn’t have a way to produce fuel in enough quantity for that kind of thing. My gut says they are trying to shield themselves from liability. GAMI is not a company that could afford to defend a high $ suit. They’re small. Personally, I think Braly is a very smart guy. If he says it will work, it probably will. He’s not a spring chicken. I don’t think he’s put this much time and money in with the plans to be the next Elon Musk. I think he did it just to prove it could be done.

Your concern for a threat that didn’t really exist led to you giving up on your primary duty - AVIATE. Really, that was your only duty. You didn’t have to communicate. You didn’t have to navigate. You never left the pattern. Your primary job is to fly the airplane. You don’t need radios to do that. Look outside. I’m sorry your plane was destroyed, I’m glad you weren’t injured. You reached in with both hands and grabbed a pile out of your luck bucket. Shove that into your “I learned about flying from this” bucket and use it.

A little harder to read as it’s organized differently, but same story…. Aircraft skins are thin. The top of a 757 is .039, thinner than the Mooney!

I’m fortunate enough to know 2 great A&Ps, one of which is an IA. The stories the IA could tell about crap we’ve found on my “professionally” maintained 310 are many. Turns out spending 20-30 grand on an annual every year doesn’t buy as much as you think.

See any similarities between the skin thicknesses between Mooney and RV-14 fuselages? You may note, in a lot of cases, the RV is thicker. One place it isn’t? The “roof”. Because it has a canopy.

True enough. I only have 1300 ish hours. No cpl. just IR and multi. I have about 80 hours in 172s, 20 hours in random singles, 700 or so in mooneys and almost 500 in my 310. my broker said he didn’t think I’d see much of a decrease getting my cpl, so I haven’t really bothered. I’m just surprised to see a decrease at all. My experience really didn’t change much.

You’d be awfully surprised if you ever had to drill out rivets on your Mooney….

Same here. Insurance went down 10%, hull value went up 20%.

I believe this is it, with the current holder.

I always giggle inside a little when I land at a field and a local pilot will say “you really gotta watch out around here. It’s not uncommon to have 2 or even 3 planes in the pattern at a time.” Here’s a little clip of stuff just going completely to crap at DVT. Sorta tried to get it all in time, not perfect but it’s there. My favorite is, at the end - after total chaos - the controller says “nah, just cleaning it up a little, you can keep doing T&Gs”

It was very informative! Thanks for the seat, rich! Phoenix controllers are generally very helpful. Don’t think I’ve ever gotten “lip” from them, and rarely heard it. Only time I’ve heard it is when the single controller responsible for all of the airspace north of PHX (which includes Luke AFB SATR, DVT, SDL, and FFZ - very very very busy airports) is saturated and people are unprepared to be succinct. I actually heard, no lie, the controller ask a student “say type aircraft and altitude” and the student responded “type aircraft and altitude, ‘flight school XX’. i almost choked. The controller just said “flight school XX, radar services terminated. Squawk VFR.” They deal with a lot of student pilots, many of whom are not English proficient. it was very cool to see their office and how they work. Great insight!

Yes, RAM series 1 (300hp). 2300 rpm, 12.5gph. And whatever MAP it takes to keep it there, usually 25-26”. Depending on altitude I can get lower FF. Coming back from RKP I was at 14500 and closer to 11.3 gph. i pretty much do like boomer said above. I pull it back until I’m happy with fuel remaining at destination number on my fuel flow computer.

I’ve started running my big bore turbo Continentals at 45% power give or take. I don’t give up much speed. i fly to San Antonio several times a year. 70% gets me there in 4.1-4.6 (depending on winds) “chock to chock” and burns about 145 gallons. 45% gets me there in 4.4-4.9. 20 minutes give or take extra flight time, but I only use 115 gallons. i flew non stop from Rockport TX (near Corpus Christie) and only used 135 gallons. At 75% I’d have had to stop for fuel and it would have taken me longer to fly “faster”.

I bought a C model (o-360) in 2017 just at TBO. I put about 800 hours on it 3 years. Sold it to a friend in 2020. He put about 200 hours on it. Then he sold in 2021. Latest owner recently said it’s over 3300 hours since TBO. Still running strong. I bought it fully expecting to overhaul it shortly. my 310 has one engine at 2400 hrs (1800 oh time). Runs great. go figure

I’m no expert, but that wing damage (mostly from the repair itself) does not look good. Lots of pop rivets drilled where they definitely shouldn’t be

Only if multi segmented. if it’s solid, it could be either.

Yeah, I double checked. They’re solid clamps. Guess they figured out they were a problem back in the 70’s. So, it would seem the spot welding only matters if it’s multi segmented. if it’s riveted, multi segment is fine. If it’s solid, spot welded is fine.

I’m gonna have to look at mine. Logs say the AD was terminated by installing a different clamp. But I’m pretty sure it has spot welds. Which is not prohibited by the Cessna AD. And the new AD says if you complied with the Cessna AD, you don’t have to comply with this one. So, I’m not real clear on whats what. Is it the spot welds or the multi segment?

And in the 310

M20C. First time landing there. I was a little bit long, but touched down in the first thousand feet.

I went in there several times in my m20c, been there half a dozen now in my twin Cessna T310R. it’s not a difficult airport to land at, it’s hyped up damn hard and I think that screws pilots up. It’s a 3000’ runway. It’s plenty long. There’s big markers on the sides with distance remaining. If you touch down before the first taxiway, you’ll see a big 2. 2000 feet to go. Then you hit the “hump” and you can’t see the other end of the runway. Then you’ll come over the hump and see a 1, 1000 feet to go. In a 172, you could still take off and land again. It’s not a bad idea to take a CFI or another experienced pilot if you’re not comfortable, but it’s just another runway.