Niko182

I have the 100 buck plan. Its what I'll have until ADSB is in the aircraft. Its the cheapest version, but even the 300 dollar is completely worth it. 300 bucks per year is pennies on the dollar when considering the price of aviation.

8 and a half dollars per month is pretty damn cheap IMO. Especially considering the fact that I don't need to buy any VFR/IFR charts where ever I go, and I can get live weather with it from ADSB.

Jet A fuel is cheaper than 100ll and cruising at 300 burning 32GPH instead of 145 at 10GPH. thats 10GPH more but the difference in price of fuel makes that comparison closer. Also factor in that your climb is shorter, and you just go. no run up or anything. then again, 1st world problems.

Signature got replaced by ACI jet, and ACI jet is the nicest BO i have been to so far. bunch of snacks. fuel price is okayish, and it is at the midfield runup, which would shorter your taxi, but not by anything more than 50 seconds to a minute and 30 seconds.

Theyve only sold 7?

Ive personally done one on hotel. Which is where the tower runup is. You may be able to request it. If you takeoff before 7 you can depart 2L on the otherside

My bad.

The type S was 310HP from the factory.

this might help a tad bit if the 201 style glareshield doesn't work

Engine management in any engine is critical to longevity.

Just imagine landing at an airport and the guy in his cirrus parked next to you walks up and asks you what that is. The look on the Cirrus owner and his wife's face will be priceless. Included the Cirrus owners wife because no single guy buys a cirrus.

Personally, I have always been a fan of turning on the autopilot, slowly down to 90 knots indicated, opening the window and doing it the proper way. you have a pilot relief tube. I have a pilot relief window. Edit: don't take me seriously please. Its a joke.

im at 1600 without switching any cylinders on an IO-550G

I'd still pick john wayne over Fullerton. you pay a ramp fee and a tad bit more in gas but you get a full service FBO, plus quite a few rental options, SID's, an ILS and an RNAV approach going to 200 FT minimums in the morning and at night when the marine layer gets around 1000Ft ish overcast. Fullerton does have a VOR A approach, but it is to 700ft or something. And if you land any where in between 6am and 10am and 3pm to 7pm, enjoy the at least 1 hour drive from fullerton to UCI. right after flying for 2 to 3 hours. Traffic here is a nightmare, and the 3 highways you'll be taking, (405, 55, and 5) will make it seem like forever. BTW whenever I get back from a flight around 5pm, I drive to UCI's chickfila and wait out the rush hour. its a 7 minute drive to UCI, vs an hour of driving. IMO john wayne has never been a hassle to taxi around. you're on the east side. ask for 20L and I doubt the wait will be any long. Just my 2 cents.

Yes. With climb rate i get i can make it to 6500 ft for the coastal route which is the way i would recommend. I would avoid the special flight rules area. Once flying a cessna a couple years back a baron was flying at the wrong altitude and missed me by 2 or 300 ft. He wasnt on frequency either. Just tell clearance dilerevery you would like to fly across lax via the coastal route.

All long body mooneys exceot for the Bravo and The L dont have cowl flaps

Next time you land 20R just land long. Do not exit at hotel. Atlantic is way down there and its easier to go all the way down to echo.

Most likely they'll send you to 20L unless you're on an IFR flight plan. Just contact ground and usually they clear you directly to Atlantic via Hotel Alpha. if you're leaving from atlantic, ask for midfield run up, which is the run up most people use on the east side of the field. Ground operations are pretty straight forward at john Wayne, and in my experience, its never taken me longer than 3 minutes to get from the end of runway 20L to my tiedown spot at the southwest side of the airfield on the opposite side of the main runway(20R). Taxiways are wide enought for 2 way traffic, except when you have an airbus or boeing taxiing from the end of the runway to the gates. controllers deal with a lot of students at that airport so be straight forward, and they'll help without an issue.

I have never been one to push myself with flying. with the other sports I do such as rock climbing, and freeride mountain biking I'm always willing to push myself, but avoid that at all costs with flying. Just from a quick glimpse of the NTSB's website, its pretty clear that constantly pushing your limits in flying seems to get all the people in the same place. cancelling a flight isn't bad. ending up 6 feet underground is. Thanks again for all the help. Nik

The ultra comes with 300 hour 3 year warrenty full free maintainance. It makes the 200k diference smaller. Also new and nicer panel. Wider cabin. 2 doors. They also made the panel look really bueatiful all around.

Please dont get me wrong. When landing, i knew where the gear was. I checked 3 times. One on downwind, on base, and on final. On takoff though, i was paying attention to the annunciator panel for gear safe and it just crossed my head completely, that the gear never went unsafe. As when i retract the gear, it jumps from safe to unsafe, back to safe. I should have looked down, and that was my mistake. Also ive made a checklist over the time as had the aircraft, and didnt include the gear latch because i thought it was just an analog lever. That will definetely be added to the checklist. My mistake and thanks for the help. Nik Also yaw was me. Ive never climbed at 90 knots. I usually do at 130. So with the same power settings, considerably more rudder is going to be required to center the plane than at higher speeds.

My moritz gauges match the outside manifold pressure when the engine isnt on. So when i turn the master on, manifold pressure will jump to 29.9 while the engine isnt on. Once the engine starts, on take off i usually see 29 at least. I did have problems previously with the rpm but actually was able to fix that problem myself instead of sending it in for the insane pricing. Rpm is limited on the eagle not manifold pressure. You should still expect full minifold pressure on takeoff.

I have always triple checked the gear when landing but never thought to much about verifying the gear is up after departure. I learned my lesson on that one definately, and can say with certainty that the aircraft performs like garbage with the gear down.

Well it was this. During the flight I kept on thinking it was the engine because I had done the oil change about an hour of flying before my flight to big bear. on the flight to bear, I did indeed have a back seat passenger and he must of hit the emergency gear latch. I couldn't sleep tonight, so about 30 minutes ago I decided to go check if it was the latch, and to my surprise when I got to the plane, the latch is unlocked and the CB for the gear actuator is out. Somewhat irritated and disappointed that I missed that because I kept on looking at the engine gauges instead of the whole picture. very happy though that the gear got stuck down and not up. Also happy that I went and checked it at 3am because If I wouldn't have, the plane was jumping on jacks tomorrow morning, and that would have been a wonderful couple hundred dollar bill from my mechanic, for something as little as an emergency latch. And as usual, this forum never disappoints. sorry for wasting your guys' time for something so minor. Nik

anyone notice the m20t in the background.