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bob865 last won the day on March 6

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About bob865

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  • Birthday 06/25/1984

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    : Greenville, SC
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    : 75 M20E

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  1. Same thing happened following my G5 install. Found when we did the Pitot/Static check too. The guy doing the inspection is a Garmin dealer and told us that Garmin intentionally ships the G5 40ft off so they can identify when they are off. Not to mention all the other issues they caused. I will be glad when the ADS-B rush is over. Hopefully the avionics industry will go back to normal.
  2. When you are trying to connect to the wifi from the skybeacon, make sure you pay attention to the case when entering the passcode that came with it. The passcode is case sensitive. My long distance assumption is that you aren't successfully connecting to the wifi from the skybeacon and therefore the app won't connect.
  3. So I think the thread is drifting from my original intentions but in this case, it's a good thing. @Shadrach My point about the speed is something that makes me go Hmmm... Not necessarily a bad thing in an of itself, but not something I can explain. Like I said before, I can't come up with a safe way to get 100mph above Vne in a Cherokee safely. Maybe I'm wrong and if someone can help me understand why I am, I welcome it. Those kinds of speeds in Mooney are lot more believable. The adjustable pitch prop allows it go faster without necessarily speeding up the engine, the plane flies closer to the Vne mark in cruise and in normal operation is not unusual to see in the yellow arc, etc. Comparing your Mooney and a Cherokee are not exactly apple to apples. Again, I'm asking to learn, can someone give me a plausible, safe way to get to 210mph in a Cherokee 140? So to try to clarify where I actually meant for this to go. A more philosophical question direction. What do you do about the guy on the field who may or may not be dangerous? Someone you have seen do something dangerous or the gossip says is dangerous. Do you approach them? Do you try to help a fellow aviator improve themselves? How exactly do you do or word that? Has anyone done it? How did they react? Is there any recourse outside of a pilot to pilot chat? At what point would you feel the need to go that far?
  4. I am aware, keep the numbers on a level playing field and maybe make the point more clear, he had a groundspeed of 210mph(183kts) with a Vne of 170mph. If you can help me come up with a safe way to get a plane with a normal curise speed of 110mph to a groundspeed of 210mph, I'll conceed the point. With a 170mph airspeed he would still need a 40mph tail wind to reach this. To reach 170mph airspeed I can't see how you could reach it in a fixed pitch airplane without overspeeding the engine/prop. Basically, I cannot come up with a way to do this in a normal, safe, operating envelope.
  5. I feel like every one of us has had this experience at some point. There's this guy on your field that you know is not safe. Maybe you now him personally, maybe you've just heard about his antics. In my case, I’m in the process of getting my experience. Sit back while I regale you with my tale. Sorry in advance for the wall of text. I met this acquaintance when he bought a share of the plane I was partners in. After buying in, it became obvious his flying skills were below par, but that was somewhat know when he bought in. It was a Cherokee after all and he was getting back into flying and had to do some flying with an instructor to get current again so he could fly solo. Many of us have been there. Well on one of his first training flights, he makes a bad call on a touch and go (forgive me for mentioning a touch and go for now). He lands long and still decides to ‘go’ anyway but because he landed long scared himself because he was so close to the trees on the departure end. Well his conclusion was not, “I should not have forced that landing,” but rather “there has to be something wrong with the plane. It’s not climbing fast enough to clear the trees” Lots more story in here, but we’ll skip to the relevant parts for this discussion. After being incognito for a while he pops back up with a pic of his foreflight where he has a ground speed of 181kts in a Cherokee 140 with a Vne of 170mph! We see him taking off another day and decide to listen to the radio to hear this radio exchange: Tower: Cherokee 123 contact approach on 123.45 Tower: Cherokee 123, did you hear me? Cherokee: Oh!.....Yeah…this is Cherokee 123, go ahead. Tower: Cherokee 123 contact approach Cherokee: Contact approach Cherokee 123 Cherokee: What the frequency for approach? 123.45, right? Tower: Yes, approach on 123.45 Approach: (talking to a heavy) Cherokee: Yeah, I was waiting on you to finish talking to that other guy, this is Cherokee 123 This day had some low clouds and the plane is not equipped for IFR. When asked he said, “yeah the clouds were a little low. I had to fly though one at one point, but I was being vectored so it’s all good.” Now he is buying a v-tail bonanza. When he brings it up, we ask how he’s planning to do it since he doesn’t have a high performance or complex endorsement. He appears surprised but concedes he guesses he will stay the weekend and get his time and endorsement before he flies back. I should add I sold my share of the Cherokee shortly after he bought his so I could buy my Mooney, so this is a mix of hearsay and fist hand accounts. What would you do? I feel like there should be someway of addressing issues like this because they are not only endangering their own lives, but also the lives of those on the ground and those in the air with them.
  6. I'm late to the party and see the discussion has drifted from the original post into debating ADS-B requiements for military aircraft. Anyway, back to the original topic. If you haven't see it, there is a recent study that shows an inverse correlation between accidents and ADS-B.
  7. So I agree with @bradp, sounds like a configuration issue. This is directly from the ADS-B PAPR: For my test flight, I didn't do anything really special. I requested the code on my flight back from getting my tanks sealed. I only had 25 of rule airspace time, but got an e-mail immediately after saying they were going to manually review and it passed. As long as it has not failures and you are in rule airspace for at least 30 minutes, you're good. What you do while you're there doesn't seem to matter much. Here is the link to the PAPR users guide. It will give you a good bit on info on what all that stuff means.
  8. I'm using a mygoflight mount. It clamps to the tube just behin the yoke and is articulating to drop the mount right between the yokes. The mount has a quick connect so I can mount my iPad mini 4 and my partner can mount his iPad mini 3 to the same mount. Their holders for the iPad are nice too. I use mine as a hard case when it's not locked in the plane. It also has rails across the back so you can put an elastic strap through and use it as a knee board too if you like. The prices are a bit stupidly high, but I guess since I felt the need to tell you about it, I think it's worth it.
  9. Funny to learn that it's a squall line since I was pulling up the chart to see where the front was specifically to find out where the squall line would likely be. I never expected to see it plotted. I was looking this particular day because the weather here tends to flow more southwest to northeast, almost matching the direction of the mountains. Watching the RADAR I could see the movement was almost perfectly south to north. I was sitting at work which is just east of the squall and never saw more than a little rain. All this, I thought, unusal so I wanted to see where the front was to see if it was causing the unusual to me flow direction.
  10. We just re-did ours at annual time. The aluminum was corroding and bubbling up under the paint. It was pretty bad. Not to mention the mooney logos were long gone. We didn't do anything special really. We just sanded them down and got rid of the corrosion, inspected, and then painted with a high gloss auto finish (by a buddy who does body work). The same guy has a daugther with access to a laser printer and made us some new logo inserts.
  11. Was checking the weather today (well a couple of days ago now) and looking at the charts and saw a symbol I don't remember ever seeing in the past. It's drawn as if it is a front, but it't not a front symbol I know. It is red dashed line with two red dots. I've done a quick google search, though admittedly not very thorough, and found nothing. Does anyone know what these symbols mean?
  12. My folks stopped by the airport. No flooding there......for now.
  13. @Kmac I'm at a loss then. Let us know what uavionix has to say.
  14. Can you post a screenshot of your papr? Specifically the page where I'm assuming you see red blocks and a MCF (maximum continuous failues). If I recall/understand the report correctly, a 3A failure means that the FAA recieved data frames with the squawk code missing. A Flight ID failure would be that the Squawk from your transponder and the squawk broadcast by your ADS-B set, skybeacon in your case, do not match. In my massively untrained opinion, it sounds like you need to adjust your threshold a little more. It sounds like the skybeacon is picking up your squawk, but it's picking it up slowly. As long as you are getting radar interrogation on your nomal mode C transponder on the ground, the skybeacon should pick up the squawk very quickly. I'm guessing you flew and picked up flight following or something in the air. They assigned you a different squawk than you took off with and you switched while in the air. That's when the flight ID faults showed up. The transponder starting replying with the the new squawk, but the skybeacon took a little while to hear the new squawk and reset itself.
  15. Sounds like your son has "The Knack."