Will.iam

I have the inogen 5 it produces 1.2L max compared to Aithre 1.0L the inogen is less than 5lbs with battery so if you took out the battery to be like the Aithre it would be less than half the weight. The inogen is designed to be carried so you could use it other than your airplane if needed wheee as that Aithre doesn’t look very portable. Inogen makes a new version 6 that has an app connection capability but the max output was closer to 1L so i went with the 5 because i could get a used one for half the price and it was small enough to fit behind the pax seat where i can keep an eye on it stats wise and increase or decrease the output level based on my o2 saturation needs. No need to work the machine any harder than what’s required. At 12.5k level 1 bumped my o2 1 point up level 2 got me 3 points up level 3 got me 5 points which got me to my same level at sea level.

Or you could just use the clip jaws and clip it to the leather handle by the door that if anybody tried to use to get out of the plane would rip out from the screw mounts. So by attaching the detector there i can see the visual alert if it flashes and hear it and it keeps people from trying to grab the leather handle to climb out of the door. Win win.

Reklaw fly-in

Fluctuates all the time, at idle, at full power? if all the time i would suspect a ground issue first.

Yes it can and still will happen but the more techniques you have in place to prevent that the more odds are ever in your favor.

To which i would replay that’s why there is object form convention. I. E. The gear handle is round and the flap handle is flat. This is so you don’t confuse the 2 even if it’s completely dark you know by feel alone which is which. Mooney goes a step further by placing the gear up high in the panel with flaps low. If that instructor has a problem with which is which maybe flying is not for him in retracts. maybe show him this article: Shape Coding During World War II, the United States Army Air Corps faced a critical issue with its B-17 bombers: a high rate of landing accidents due to pilots retracting the landing gear instead of the flaps during landing. This recurring problem not only resulted in the loss of aircraft and costly repairs but also put the lives of pilots and crew members at risk. In an effort to address this issue, the Army Air Corps turned to a young aviation psychologist named Alphonse Chapanis, whose groundbreaking work would revolutionize cockpit design and significantly improve aviation safety. During World War II, the B-17 Flying Fortress, a heavy bomber crucial to the war effort, was notorious for landing incidents where pilots would mistakenly activate the landing gear lever instead of the flap lever. Both levers were located in close proximity and had similar designs, making it easy for pilots, especially under the stress of combat and fatigue, to confuse them. This confusion led to the catastrophic consequence of the plane's wheels being retracted upon touchdown, causing the aircraft to skid along the runway. This recurring problem not only resulted in the loss of aircraft and costly repairs but also put the lives of pilots and crew members at risk. In an effort to address this issue, the Army Air Corps turned to a young aviation psychologist named Alphonse Chapanis, whose groundbreaking work would revolutionize cockpit design and significantly improve aviation safety. Alphonse Chapanis, a pioneer in the field of human factors engineering, recognized the problem as one of design rather than pilot error. He theorized that by making the controls more distinguishable through both visual and tactile cues, pilots would be less likely to make such critical mistakes. This led to the development of shape coding, a simple yet ingenious concept that involved assigning distinct shapes to different controls. One of the most famous examples of shape coding implemented by Chapanis was the addition of a wheel-shaped grip to the end of the landing gear lever. This unique shape not only provided a clear visual indicator but also a tactile cue that pilots could easily recognize even in low-light conditions or when their attention was divided. By simply feeling the shape of the lever, pilots could confidently identify and operate the correct control. Chapanis' shape coding solution proved to be highly effective in reducing landing gear-related accidents. It was quickly adopted for the B-17 and other aircraft, leading to a significant improvement in aviation safety. The success of shape coding also paved the way for further advancements in cockpit design, with human factors engineering becoming an integral part of aircraft development. Today, shape coding is a standard practice in aviation and other industries where human-machine interaction is critical. It has been incorporated into various controls, from aircraft cockpits to industrial machinery, to ensure that operators can quickly and accurately identify and operate the correct controls. The importance of shape coding for aviation safety has been recognized by regulatory bodies worldwide. In the United States, the FAA has incorporated shape coding requirements into its regulations, specifically in Part 25 of the Federal Aviation Regulations, which governs the airworthiness standards for transport category airplanes. This regulation mandates the use of distinct shapes for certain critical controls, including the landing gear lever, to prevent accidental operation and ensure safe flight operations.

Retract the flaps before applying the brakes will significantly lower your chances of locking up the brakes and flat spotting a tire.

So in my practicing for engine out landings initially i setup for 87 kias pull prop to min RPM’s and start turning toward my chosen landing site as i get closer i better be seeing my landing spot going down on my windscreen or I’m picking another site that’s closer as I’m not going to make that one. Once the site is at the bottom of the windscreen, i will start adding in flaps to keep it there. If it starts going up the screen i reduce some flaps. If it is going below the screen i increase flaps. A little change makes a big difference and is more quick to react than speed brakes. If the landing site is still going down i lower my nose to keep it in sight and accept the increase in airspeed if the speed starts getting close to max flap speed (never had that happen without latter realizing i lost too much altitude and have to pick a closer site or break off the practice and go around) be patient the corrections take time but i still have speed brakes or the prop i could push back to max rpm and that would act as extra drag too. I try not to use the prop as there is no guarantee that i will have a working governor when i have to do this for real. Finally when I’m over the threshold gear down if smooth ground or leave it up if going into bumpy terrain or corn field etc. pop the door handle and slow to landing speed flare land.

The MT 3 blade prop is lighter than the Macaulay 2 blade prop so not only more useful load but critical weight off the nose which in my M20K would equate to less horizontal drag from less nose up trim and i hear it’s also quieter less vibration and smaller blade length which gives more ground clearance. So why the delay? It is $18.850 so price for one and second, i do my own oil changes etc and taking off the lower cowl is tricky at best when you are solo with a 2 blade. Having 3 blades will definitely be worse and I’m not looking forward to that. But mainly it’s the price.

My M20K one piece has way fewer holes like one hole every 6 inches or so not one every inch.

yea after my statement of accelerated stall was prohibited in my transition training and some instructor blows that off and says my controls I would have have said my aircraft get your hands off my controls and we are done here. go practice accelerated stalls in your own aircraft. Good for you not flying with him again.

yea watch out for the UFO's... They use to have a high level ILS approach that flown in a business jet used to be called the widow maker as you would bust altitude restrictions if you did not slow down before the start of the arrival and although you could fly that I'm sure the mooney would not suffer the same fate.

Well i guess you could use a couple of beach towels on the seat if sheep skin isn’t your thing. but seriously maybe check amazon these look like they could work / maybe fit https://a.co/d/hgIKlJk

Yea that’s the lead in it.

Actually I was not implying that the past innovations were rapid if that came across that way that was not my intent. Sadly the battery tech will most likely take as long as well. I hope I am wrong but history shows it takes time before people will accept something new.

Realize the purchase price of the airplane will pale in comparison to maintenance insurance hanger rent and upgrades you will inevitably do during your ownership. I had my last annual done a SWTA they are a top notch shop. Took me 3 years to get in there as they are super busy but most shops are these days. It should go without saying to check for wing corrosion but I would specifically ask about that as there was a person here that did a prebuy that after buying turned the prebuy to an annual and that’s when they found wing corrosion. Because he did not specifically ask for that check and prebuy have no official checklist to follow, asking specifically for this check would be top on my prebuy checklist and first as finding corrosion would be a deal breaker for me and I would not want to pay for any other time inspecting anything else as that is the show stopper for me. Good luck with the pre buy.

This thread argument reminds me of the same new technology arguments that came up when anti-lock brakes first came out. All the pro racers said they could do better than the anti-lock brakes could and for awhile the pro racers were correct but only in the fact the anit-lock brake systems sucked so bad it was a hinderance more than an asset but the companies kept at it and today i do not know of any pro racers that do not have anti-lock brakes in their cars. Same thing happened with manual compared to automatic transmission systems. At first a manual system were faster and more fuel efficient but the double clutch systems soon where able to shift faster than any human could manually and by designing 8, 10 and even 12 gears into the automatic they are now more efficient than the manual system too. They only advantage left in having the manual is the overhaul is much cheaper than the automatics. i think the lithium and their variants of batteries will be the standard in the future especially when the economy of scale helps with the prices (thank you cirrus for shipping new planes with this new technology) that we all might afford it in the near future.

Actually i had noticed the non 50 rpm rise on a couple of shutdowns to rule out it wasn’t a one time fluke.

I live in a fly-in community and when my dad had a plane it was great as neighbor A&P and AI would sign off his annual usually over a case of beer. Unfortunately the litigation culture we currently live in nobody signs off neighbors airplanes anymore as the risk is too great to get sued. This has forced some to sell others to go get their A&P license. They will come over and give advise even help but they will not sign off with their signature in the logbook. Luckly there is still a guy that does annuals at a different airpark that is good but not convenient if the issue i need to fix grounds the plane. Hangers on your property at least in texas is pretty expensive in the form of property tax especially if they are attached compared to separate. Best deal is to have a hanger on the HOA’s community property the taxes are only $350/year. The HOA is $125/month so i treat that like my hanger rent fee.

Noticed the other day on shutdown no 50 rpm rise. I initially thought it was an induction leak so i pulled off the cowl and used a shop vac to pressurize the intake manifold while i used soapy water to check for leaks. I did not find any bubbles. But i decided to also check for any fuel leaks around the injectors so following continental’s guidance in their M-0 i used full mixture and 1/4 throttle. Turned on the fuel pump and looked. I didn’t see any leaks at the fuel injector but noticed 2 places fuel was dripping out one was the over prime vent hose but the other was where the metal tubes from 2, 4, 6 tee together and the drain tube from that tee the b-nut had came loose to where fuel was coming out of the connection. I tighten the b-nut back onto the tee fitting and retested the fuel primer to which there was no leak and then did an engine ground run and the idle had a 50 RPM rise on shutdown. I can’t believe this would make a difference as i thought that pluming is only used when you flood the engine and it allows a place for the fuel to drain out right? Or am i missing something or i do not understand fully what that fuel drain pipe system does in addition to fuel draining.

And then there is 121.5 where some childish adults can not help themselves as they try to audition for best cat calls and another group that feels they are Barney Fife the guard police.

I don’t know what engine he is referencing but it’s not my TSIO-360 as at that high of FF i would be roasting my turbo. 14gph puts me at 91% power. LOP at 11.3 gal per hour (73% power) I’m at 1550TIT at 12 gal per hour (78% power) puts me at 1600TIT no way I’m getting 14 gal per hour and stay under 1650. LOP does run hotter egt than ROP which for an NA no problem exhaust manifold can handle the higher heat but not a turbo.

Maybe so but i can make 73% at that same altitude or higher. I have choices that NA engines do not and still stay below oxygen use altitude requirements. Or i can climb LOP. Sure NA could start climbing LOP but would quickly run out of the extra air required to push 78% power. Sure my climb is cut in half but my fuel flow is also cut more than half giving me more range than if i climb at 25 gal/hr. But the best part is enjoying 20 degrees cooler cht’s when in the hot summer time with outside temps pushing 40c when full rich my cylinders are around 400 cht but LOP they are 380 climbing out.

Why can’t one of the largest engine stock facilities be in a dry climate like Arizona instead of the highest corrosion state of Florida. Just seems like asking for trouble.