ZuluZulu

Thanks for doing Angel Flights, Alan!

And yet some people insist on spamming his videos on every single aviation forum I visit. News of a crash? "WELL, DAN GRYDER SAYS...." Get off my lawn!

Agree with @carusoam — in the current market, you are probably looking for a nice F.

Is your attorney a litigator?

IIRC, he also had the wreckage removed before the NTSB or FAA could see it.

How long of a X-C?

Getting ahead of potential questions: OIL-T is not installed yet. I have Monroy tanks (94 gal capacity, configured as 93 gal in the JPI). This was in WOT cruise, 6500 FT.

Resurrecting this thread because I'm starting to have this problem with my EDM-830. Note the FF and H:M indications in the video: there's a lot of noise in there. Has anyone else had this problem that required fixes other than those above? IMG_2835.MOV

You’ll get much better answers from some of the other IFR SEE pilots — I can’t really speak to this given my lack of training and not being a CFI or AGI. I think LOC-D is really not useful for 27R in anything other than VFR conditions, but that’s just “private pilot thoughts only.” ($1, @carusoam). SEE’s advantage lies not in its approaches but in the fact that, generally speaking, it tends to remain VFR for longer than other local airports. It’s often, in my own personal observations, the first to clear, and the last to go under. Many times I have been able to land at a clear SEE when MYF was marginal or worse. But when the entire region is MVFR or worse, at night, your aircraft either needs to take 17 or 9L (the latter likely with a tailwind). Need 27R for distance, winds, or both? You’re probably going elsewhere. If you’re asking about my VFR experiences, crossing midfield from the north and joining a left downwind for 27R requires a left eastward turn and will not put you to the west unless you turn the wrong way. Possibly I’m misunderstanding what you’re asking, but you also would not circle “behind” the hills unless you blow through centerline during the base to final turn. However, if you make right traffic to 27R, aka the north downwind, you do go “around” the hills when flying the normal pattern.

There can't be due to the hills E-NE of the airport. SEE only has: LOC-D (circling 35, 27R NA @ night; circling NA northeast of 27R-17), RNAV (GPS) 17 (same CTL restrictions), RNAV (GPS) 9L (circling 17, 27L, 27R, 35 NA @ night; circling NA northeast of 27R-17), and that's it. And no I don't know why circling 27L is only NA for the 9L approach when it's unlit and closed at night. If you're dumb enough to attempt circling for 27L from the other approaches I guess the FAA doesn't want to stand in your way. Then again maybe this is a Jeppesen thing, as the same indication doesn't appear on the FAA chart.

Are the dual instruments sharing the same probes or are they separated?

"Cross midfield, make left downwind for 27R, cleared to land" is by far the most common instruction I get returning to SEE from the N/NW at night. If night is the only added factor, I have not seen it as an issue. The surrounding area is populated and well-lit, including the peaks of the hills. I would not like to try that in marginal weather, though. I would either land straight-in 17, which happened once when visibility was unexpectedly deteriorating quickly due to haze/mist, or divert to Ramona. (I'm still a VFR only pilot, for now). There is no GPS to 27R. There is an RNAV (GPS) for 9L in the opposite direction, though.

Mulling the exact same question for my future planning, I would appreciate if you elaborated on this.

Just under the wire.

Not to stomp on the ad, but I do not believe this plane (SN 24-3080) can be called an "MSE" (starting at 24-3144). Maybe the seller can clarify.

I believe I have to choose either the G3X or the JPI EDM-900. Not both. I believe @Marauder upgraded to a primary engine monitor but retained backup instruments that are technically certified for primary use. Right?

That's where mine is and I believe I have the same antenna. Hate it!!!

116.1 says ForeFlight. Not bad with a two+ month annual in there (waiting for parts).

How do you like the vortex generators?

I've always wanted one of the aviation mags to report out a feature on the "who" and "why" behind the scenes of Kathryn's Report. We may never know.

The G3 lights just came out, are those prices going up also?

Skip the 700 (and the color screen upgrade 730), get at least the 830. I bought my plane with a 730 already installed. It showed EGT/CHT but not MAP or RPM. This was an issue for troubleshooting since I only had partial data to look at. At first annual, I upgraded it to an 830. It's been much better and more reassuring having the more capable engine monitor to supplement the primary gauges. Like others are saying, do it once, do it right. (I'm now regretting not going all the way to a 900, but my excuse is I haven't decided between Garmin's G3X EIS or the 900 for the final stage upgrade yet).

My plane's prior owners had one installed. I tried it for the first 20 hours or so. It was mounted in a similar location as @MoonFlyer68, under the right wing. It seemed to work pretty well -- when working -- but I had trouble with the connection to my iPad frequently dropping and requiring reconnection (once or twice every flight). I liked the idea of it more than the reality and ended up selling it. If I was flying a Cub or a bush Cessna, I would gladly mount it to the structure like Paul Bertorelli did for a video on AvWeb, but it just didn't seem to fit the look of a Mooney's clean laminar flow wing to me. IMHO!

Which engine does the Deb have? Which autopilot does each plane have?

It shows you whatever you told it the tanks have in total, minus whatever it measured via fuel flow since then.