Schllc

Better question is why would one choose a circling approach over an r-nav in low ifr?

I have only had one bad experience with a shop, and I don’t think my issue was quality of work, it’s more the predatory nature of how they managed the work. If I had one complaint about the industry in general it’s just communication. It’s a function of our society today, but it’s also the nature of the laws. Once people have your plane opened up, you have very little leverage, and most shops know this, so they communicate based on their convenience, not with a service oriented perspective. You aren’t going anywhere, so they don’t have to care. Even the good ones know this and it changes their behavior. it was hard to adjust to, but once I understood it got easier to tolerate. it is what it is…. Find a guy you trust, ask them their process, apply a reality curve and add some to that, and set a good expectation. Makes it all a lot easier. for me anyway…

Sometimes it’s bc old nav data is on the bottom card. most certain way to correct is to format all three cards. make sure you only put nav data on the top card, and reinstall all db on both bottom cards. the new concierge makes you go through the nav data step each time so you could use two top cards, or just don’t reinstall the nav data on the second card updates. this takes a while bc flite charts and the 9 second arc or 4.9 second arc db are huge, but always fixes the problem…

Hard to answer that question without understanding all the circumstances for each flight. Mountains, nighttime, populated areas, water, familiarity with the area, currency, reason for low ifr and other weather conditions, etc. I tend to avoid the multiplier factors, and gauge the risk of the one or two I consider mitigated risks. example, I fly from south Florida to Louisiana regularly. Low ifr over half of that route, with plenty or fuel reserve, daytime flight, over a very familiar route, when I am current, would be an acceptable risk for me. If I added the possibility of encroaching into night flight, marginal range because of load, or possibility of icing, on top of those conditions, I’d probably reschedule. I have always thought that this was the genesis of personal minimums. Make the rules when you don’t have anything riding on them, and then adhere to your minimums.

I always used the metering devices that stepped up the flow by altitude. I never considered the actual volume. I do know with the conserver system I’ve never had sinuses dry out. the other benefit is the tank lasts forever!

Did you mean that g1000 models and beyond have no TO flap setting? Because they actually do, or did you mean just the Vspeed?

Some people have issues with cannula's drying the sinuses, and some do not. I am like you, mine dry out to the point of nosebleeds the day after with constant flow systems. However, with the conserver systems like precise flight, and mountain aire, I have zero issues. In fact, I flew from Florida to Oregon and back over seven days, all flights above 16k, which turned out to be about 26 hours of flying, with the precise flight system. Not only did i return with a little over half the o2 in the tank. I didn't have any problems at all with dry sinus. 1000 thumbs up for conserver systems.

The main AP head was replaced several times with different units. Do you think they just looked at the board type that was returned as a reference, instead of the make and model, each time it was replaced? Is the trim wheel supposed to be stiff when the AP is off? I have only had a few intermittent AP problems on my moonies, and I don't really recall if the trim wheel is stiff when it is off.... Shouldn't the servos go into "neutral" when the power is off? (I am going to fly today and test that btw) I went back to look at the logs that I had (through 2020). There were 12 instances of either computer replacement/overhaul or trim servo replacement/overhaul in 13 years. That really sounds like a mechanical problem causing the electronic failures, but it’s just a quasi educated guess… Either way, the plane was really nice, and had a really high UL for the equipment, which is why it was so tempting. I sure hope this takes care of your gremlins.

I reviewed the log books on your plane a few weeks before you purchased. The main computer for the autopilot had been changed several times, I also noticed the recurring trim problem. I couldn’t help but think those two were related and I saw no resolution or even evidence of diagnostics beyond changing electronic components. If I’m not mistaken Airmart actually had to service the autopilot immediately after they purchased and listed the plane. I suspected an underlying issue and asked them to warranty the repair for a year after purchase to make sure that they fixed the problem and they declined. I hope the correct servo was the root of the problem, but find it hard to believe after all the years and services that this was the issue. That being said, my experience with Weber, as well as their reputation would suggest they are more thorough than most.

One trick I learned is after drilling out the rivets of the old pieces of baffling. Lay the old baffling on top of the new one, and use it as a template to punch your rivet holes. I punched the first hole, then put a rivet in the two baffling pieces before punching the next hole. This keeps the two perfectly aligned all the way down the line. My pieces fit perfectly.

I do not think it will be different this time. I believe what you describe is the most likely scenario. What I do believe will be different is the impact to the airplane market. there appears to be few enough planes, and ample supply of wealthy people to at least mitigate the collapse in that area. That being said, I’m not optimistic short term about the economy. We are in for rough times….

This has certainly been the historical cycle. I believe a shift will come as well, but I don’t think it will follow traditional patterns. I think it will be much milder. My reasons for this are one, there are more being destroyed every year than made, of certified aircraft anyway. Two, Covid has changed our culture for good, and many more people have “discovered” this modality of travel. Three, airlines suck, and I don’t mean like they have always sucked, but it’s awful now. Remember, there are only about 170k registered pistons in existence. if you take out the flight schools, the hangar queens and the ramp rats, what’s left? Maybe 80k planes? If 1/2 of 1% of people in the US want an airplane, there are 120,000 too few planes. Insurance has skyrocketed, interests rates are astronomical, fuel has doubled in, parts are hard to get, maintenance is more difficult than ever to get done and even with all this, the market is still strong. I think an adjustment is coming too, but I don’t believe it will be like the collapses we have seen in the past… One caveat to my theory, if fuel is banned all bets are off. Then the collapse will turn them all to scrap metal.

Bernoulli’s principle would suggest differently. The fact that there is a turbine restricting the flow of air raises the pressure, which increases the temperature. To be fair, and perhaps what you meant in your comment is that given the temps we are talking about, the increase is probably negligible, but it most certainly, is not neutral or cooling. The turbo concentrates heat simply based on its purpose, location and function. It most certainly creates heat as well, simply by the compression and increased pressure, but these are again, negligible compared to exhaust gasses. I guess it’s fair to say that the combustion/exhaust cycle is the origin of the heat, but it is focused and intensified in the turbo by receiving all cylinders cycles. I’m not sure we aren’t all saying the same thing….

Two thumbs up for Paul at Maxwell to do the upgrade. He knows all the details and has done two planes for me. The vnav is great if you are regularly flying in the higher flight levels, unfortunately most air traffic controllers do not provide descent at PD for our pistons, so on the Mooney it doesn’t get used very much, if at all. One thing I noted from the OP is that he asked if Adsb in/out with waas is available for the g1000. In fact it’s required for Adsb, but that waas is only for the transponder and doesn’t provide waas for navigation. Not sure if that was part of the original question.

Semantics… The turbo is a mass of metal where hot exhaust gasses are forced past a fan blade that drives a compressor on the other side of the shaft which is compressing air. It also receives every single exhaust gas cycle of the three cylinders (six for the bravo) with no break between, which means the egt probes experience 1 cycle for every three of the turbo. It is simple thermodynamics There is nothing in the assembly that comprises the “turbo” that does not concentrate, and convect heat. It does not surprise me that the TIT would be hotter than an egt.

The turbo is a compressor. The gas is concentrated and compressed. This cannot help but generate heat.

I would bet it’s a first, mostly because of insurance. After the stories of late , I would imagine he had to self insure, and not merely bc of cost, just finding a carrier to write the policy. Congrats to Reece!

Not sure about all models but the two (ovation and an acclaim) I had with monroy tanks, came with a supplement to the POH that explained how to read the gauges. It was something like when the gauges read 27 you actually had 34… I gave up trying to figure out what I actually had based on the gauges, and used the totalizer. The challenge is to log when you add fuel because if you lose track the only way to get a baseline again is to fill up and start over.

Why do you say the TSIO-550 is not a TN engine? Is it because the compression ratio was reduced? I always thought that the distinction between a TN and a TC engine was that one maintained sea level MP, and one could boost beyond sea level pressure, irrespective of CR?

This article/paper is also describing the lop/rop arguments basis. All things about engine management, durability and longevity are primarily heat management. Its just physics…. I also completely agree about “conventional wisdom”, and the bad reputation turbos had embedded in a generation because of early problems. I have owned several TN planes, and aside from occasional turbo maintenance, have not found any difference in operating or maintenance cost between my ovations and acclaims. The fuel consumption on a 3hr trip is about 8% difference to save 30min travel time. It does beg the question of why Cont continues to reduce the compression of the TSIO-550 engine. The bonanza TN system uses the 8.5/1 NA 550 engine and develops 300hp vs the acclaims 280, and I have not heard about premature failures, or detonation issues.

I’m not arguing the chemistry, but maybe the duration of the reaction. Feel free to use in the vicinity of your thin skin aluminum aircraft at your peril.

I wouldn’t put acid anywhere near my airplane, even in a bottle, especially Muratic. I put a unopened bottle of Murat if acid in an aluminum toolbox in my truck one time and forgot about it. the. One day driving I heard a clunk. When I stopped and looked the entire floor of the tool box had corroded. It will rust (yes aluminum rusts too) any metal in its proximity it cleans concrete by dissolving the calcium. It will damage the concrete and it’s very difficult to off gas completely after using.

I have a friend who was working on a ppl and bought new cirrus. He could not fly it yet and asked me to get checked out so I could fly him around. I found the training course very interesting because I learned on the typical flight school 172’s for the first 40 or so hours. Only the absolute minimum equipment, and sometimes not even that, worked. I never used an autopilot until I got my Mooney. While I was assimilating in the cirrus, whenever I felt like I was getting behind or not sure of where to find something on the panel, I would turn off the autopilot and hand fly until I caught up. After each lesson, as part of the cirrus training the instructor would evaluate and critique your performance. After each flight, the only comments he had for me were to tell me to engage the AP sooner after takeoff, and leave it engaged longer during approaches. I believe that the entire training heavily emphasizes the automated features of the plane. This appears to have had a very positive impact on their accident statistics, which started out very badly. I can’t say this is a bad thing, but I do wonder if the pilots who learn in cirrus’s miss out on some critical experience. Perhaps the need for these skills never manifests, but when it does, it reminds me of what one of my first instructors told me when I was too green to understand. He said he hated giving IPC’s to cirrus pilots. I asked him why, and he said because when he failed the AP, they couldn’t fly the plane. Im sure this was a generalization and not fair to the majority of cirrus pilots and I don’t say this to impugn anyone, merely to point out that there may be a consequence to over reliance on technology. Maybe honing both skills should be a bigger part of the training. I have no idea what caused this to happen to this poor guy, and these comments aren’t really directed to this accident, just a tangent….

A more positive way to think about it… at 1,000 fmp, a climb to 18k is only 18min and at proper fuel flow it’s under 10gallons. you make up at least very close to that on your descent.

That’s kind of what I was getting at. what’s left to “overhaul” after all that was done? answer… not much…