dzeleski

Try this? https://www.controller.com/parts/search?PartNumber=C-6202-1&SearchType=Start

The only advantage is they dont need to manage native application tech debt. They can build a single PWA that runs on the browser and hope it works correctly. Its basically a web page using javascript tuned for mobile.

As someone who is a SWE/SRE and professionally manages very large applications and APIs... PWAs have a very small use case list where they are not terrible. Loading everything into a Javascript or Typescript based frame work generally ends poorly. PWAs can only take advantage of whatever the browser supports, where a native application can take advantage of the hardware far more effectively. PWAs are popular because you can build something quickly and cheaply that works on many browsers. When you need to load a bunch of data, process it, display it, etc. I would not be picking a PWA. Its very easy to consume whatever memory limits the browser allows on a phone, on iPhone I believe its under 515MB. I dont even think Apple publishes an official number either.

The IFD products are pretty much feature equivalent to the GTNs minus VNAV support on a GFC 500. There were a few things missing like visual approaches but those have been added in the latest software release for AviOS. Garmin wasnt thinking about install costs when they designed the GTNs. Im sure there are a few people at Garmin that regret letting Avidyne take market share due to ease of upgradability. This is several years out of date now but it still provides some context: https://www.kitplanes.com/avidyne-ifd540-vs-garmin-gtn-750/ My personal opinion is if you already have a 430/530 swapping to a IFD is a no brainer. Its a great unit and I love flying behind mine. Plus having the IFD100 App means the screen size doesnt matter what so ever if you really care about that.

Its laggy even on a powerful laptop. They definitely have some tweaks they need to make. Some things are better some are worse. Ill probably continue to use Pivotal, Windy, and Foreflight.

Close the cowl flaps on the ground. I find that helps increase the temps by a good amount. I have even started taking off with them closed in cooler temps and only opening them as temps build. I've also decided that occasionally riding the brakes with a higher idle is cheaper then reaming a valve guide. But im sure that might trigger a few people. I have had several stuck valves on a 400 hour engine. I stopped using camguard as well. In fact I dont use any additives anymore just Phillips XC and regular changes. I have had less issues since doing these things. Could be luck, could be the fact that the valves guides are the "right" size now. Who knows, its an annoying problem though.

Yes plenty of us do. Nothing wrong with being a VFR pilot only either. Personally I use my airplane to visit friends and family that have moved away or just for vacations. There is a point where your return on value starts dropping which is why I stopped at dual G5, GFC500, and an IFD. I could’ve spent more but it didn’t make sense.

I can’t stand the GTN UI and much prefer Avidyne IFD. I really think people get all wrapped around the axle with Mac vs Windows, Intel vs AMD, or Garmin vs Avidyne. They do the exact same thing but with different methodologies and some different strengths and weaknesses, none of them are perfect. And generally whichever one you start with is the team you decide to pick to “support”. If you don’t learn both products correctly then forming an accurate opinion is impossible. Every time I show someone how to properly use an IFD they understand what I mean when I say it’s easier to use than a GTN. Is it different? 100%. I also much prefer having physical buttons. And the last time I checked the GTNs can’t load multiple approaches, meaning I can have my alternate programmed before I even take off or have my practice approaches fully planned before taking off. Why is that important? Because now I have very accurate live fuel numbers that include the approach when tied to an engine monitor to make sure I have what I need to stay within my requirements. I would not be replacing a perfectly functional IFD, makes absolutely no sense for how expensive avionics are. You can have a GFC 500 with an Avidyne navigator. You won’t get VNAV support but that’s because Garmin is such a closed ecosystem they won’t release the protocol. I have two G5s, GFC 500, and a IFD440 in my J. I can also upgrade to a g3x if I ever so desire.

We leveled my airplane on jacks and did the calibration but this was in 2020 on older firmware. I would try doing it that way and see if you get a better result. But yeah dont be surprised to see your AI not level in cruise thats completely normal. 2.5 degrees is too much though unless the airplane is wildly out of rig or something strange(doubtful).

Your AI is not a level, its a reference to the horizon. You should not expect it to be level in cruise flight as your pitch at 100kts will be different then at 150kts and then your loading will change that as well. Two examples from my J at two different speeds gives slightly different pitches. The airplane has to be leveled correctly using jacks and then you can calibrate the units. You can tweak it so its close to "level" at your preferred cruise speed but thats not really how its supposed to be done or what the device is actually visually representing. See this post: Lots of good explanations on why it could be wrong. Im betting the airplane was not leveled correctly or a step was missed from the manual.

I tend to agree. My very first approach during training wasnt this insane. I carry two iPads at all times for this exact reason though, and if I know im flying IMC I prep my phone as well. It was drilled into me while prepping for an approach to write down all the critical info on a notepad. That way if it does die you still have everything you need to complete the approach. I have also successfully flown an approach (simulated IMC) using just my iPad as well, its not fun but it will work if you practice it a few times.

A TKS Mooney will be the only reason I end up selling my J one day. Probably a K of some kind is the sweet spot. The issue that a few have mentioned though is weight. I pretty regularly use nearly all my UL. I didnt have my IR when I bought my J so I didnt really know any better. If I did I think I probably would've gotten into a TKS plane from day one but canceling a flight due to IMC in the winter isnt the end of the world for me right now. I've been in trace ice with my J and my instructor, its not a comforting situation in the NE. Thankfully in that case we just dropped a few thousand feet and it started to fall off. The NE is largely nice that way with lower MEAs but in peak winter you wont be able to get low enough either.

You aren’t wrong about deltas points getting devalued but if you use them correctly you can get a ton of value. That being said they don’t tell you how to do it, and in fact they straight up hide it. https://thriftytraveler.com/guides/points/tips-to-use-delta-skymiles/ I don’t use points for international travel, I find that it’s far better for domestic flights. https://thepointsguy.com/guide/sweet-spots-delta-skymiles/ If you can be flexible with your dates you can get some pretty great deals but if you can’t they do tend to be difficult to use. I’ve gotten some insane deals out of their flash sales and have gone places I never would have.

Thats just not true and there are plenty of websites that already prove this out. The big caveat is generally you need to pick a brand and stick with them. The more you stay with them the more points multipliers you get. The higher status you get means more upgrades for standard rates. I regularly get suites with Marriot for standard rates. I accumulate enough points every year to get ~1 week of hotel stays every year. I usually get 2 free nights on top of that a year. All rewards models have moved to dynamic pricing models, doesnt matter if you are paying on the phone, or online, etc. I specifically take vacations during off peak times because its generally less busy and I can get more for my money. This all takes effort to do correctly, if thats not for you then there is probably a card that works better for your use case. If you want cash and that works for you thats totally fine. But the points on a vendor card are only one tiny piece of the actual value of the card (assuming you actually use the card correctly). The Fidelity card is restrictive: "2 points for every eligible dollar spent, which equals 2% cash back when deposited into an eligible Fidelity account to which your card is linked." All of the 2% cards generally have hoops to jump through to get it. edit: https://www.forbes.com/advisor/credit-cards/cash-back-vs-flexible-rewards-points-how-to-decide-whats-right-for-you/ The chart at the bottom explains things well

I’ve started moving to hotel cards now that I travel with my J more than flying Delta. The last handful of years airline perks and miles have really been watered down a ton. I’ve had a Delta Reserve card for 10 years and mostly Platinum for that whole time. We will see what that back pedaling for the SkyMiles ends up being but I might end up canceling the card and focus on Marriot status/points.

Do you have pictures of the filter? I can’t imagine a situation in which a “problem with the aircraft” causes a filter to rupture. Many of these support reps are clueless and are just reading a script. In many cases you will need to ask for an escalation.

Piston rings generally rotate unless we are talking about 2 smokes or the odd ball 4 stoke engine that uses piston ring pins. If the rings did not rotate you would get adverse wear patterns on the cylinder walls, and the ring lands would have a harder time staying clean. Remember that cross hatching on the cylinder is passing those rings at several thousand feet per second, on top of the fact that the piston is actually quite side loaded due to the off center nature of a crank shaft at the half way point. That is what causes the rotation. It’s generally agreed that rings rotate somewhere around a few single digit RPM. But it’s not an exact science, sometimes they spin a lot, sometime less, but they generally always spin at some amount. Plenty of racers are bending rods and replacing the rod while using the same exact piston and rings. If the ring gap is still correct and the piston is healthy it’s completely fine. There was a study done where a sensor was placed inline with the rings and two radioactive isotopes were placed in different spots on the rings. They found that generally rings do rotate around 2-8rpm. But sometimes they don’t spin as much or at all. Installation tolerances and honing matters, as well as operating loads. Ive never put rings on a piston to find them in the same spot again after disassembly. Nor any engine builder I know. Edit: https://www.jstor.org/stable/44548521?typeAccessWorkflow=login

I’m not a CFI…. But a Bravo is ALOT of airplane for a low time pilot. I had to pause my IR training to learn not only how to fly my J but also how to own an airplane properly. I could not imagine doing the same with a Bravo at ~80 hours TT. As said above before you even begin to search for airplanes speak with an insurance broker. Many of us use @Parker_Woodruff and he’s great to work with, but insurance is going to be your big hurdle. If you haven’t gotten a ride in any Mooney I would start with that. Plenty of people probably leave near by that would be willing to do it. I’ll bet it might change your perspective a bit, Mooneys are awesome platforms but they require a decent amount of respect. You can “make it work” in a trainer, you can’t do that in a Mooney, everything needs to be planned well in advance and this is even more important when flying IFR. Welcome and best of luck on your search!

And I’m neither lol. Thanks for the correction.

I believe I looked up the wrong term. The correct term is “Glass transition temperature” which is much lower than the melting point. Which for both polyester and nylon is in that rough range of a dryer on high. Another term is also “ductile/brittle transition temperature”. I’m by no means an expert on plastics. This info is from a vendor of microfibers that I reached out to when I ruined a large batch of towels after drying.

Its not just the melting point, these synthetic fibers can be deformed from temps lower then the actual melting point. I have absolutely ruined towels by forgetting to set the dryer to its lowest temperature. They come out crunchy and stiff. You can see how low the mould temps are here, this is what ruins the towels as dryers on high typically reach around 135F which is right in the middle of many of these mould temps: https://www.plastikcity.co.uk/useful-stuff/material-melt-mould-temperatures https://theragcompany.com/pages/microfiber-care-instructions

For anyone that washes their microfibers make sure you wash them without any fabric softener and dry them without a dryer sheet on the lowest temp setting. Fabric softener/dryer sheets tends to make them hydrophobic and if you dry them at too high of a heat setting the fabric can melt and cause scratching/love marks. I rotate my towels down as they wear out. A worn out towel for your windshield works great on the belly. After that it’s a great shop rag.

This is not accurate. Every quote I got for 275s was several thousand more on labor. The 275 is basically a G500 and the connector is 5x the size of the G5. My installer specifically stated that a G5 install is way easier and way faster then a 275 and they do both types of installs on a regular basis. That on top of the fact that garmin forced a square interface into a round screen pushed me to G5s, and after flying in a dual 275 airplane I do not regret it. That is obviously personal preference. The ONLY thing I miss on the G5 is being able to set a minimum for an approach. G5: GI-275: It also doesnt look as bad as described on a stock J panel:

She just slides the seat all the way back and then slides forward on the seat. Its similar to just sitting on the toilet. There is a 0% chance diapers are ever an option lol

We use these: https://www.amazon.com/Travel-John-Resealable-Disposable-Urinal/dp/B07Y5QSXQZ Whether or not its acceptable for her I have no idea but my other half uses these without any problems. I limit my legs to 3-4 hours as I personally like to see 2 hours of fuel left in the tanks after landing.