Will.iam

Fltplan will connect to garmin products too now that garmin acquired them.

Just got my mooney back out of annual and the flight home noticed the sun snd the moon peeking over the cloud deck at 2,500ft

Here is the sad reality, there have been more than a few captains that i see that turn on the autopilot as soon as the gear is up and disconnect the autopilot below a 1000 ft agl to land. Getting at most less than a minute of hand flying time and that is with auto-thrust which is going to keep you from getting too slow. With a 6-month sim check. They are current but not proficient IMO. Now to take that same rusted skillset into a small light GA aircraft where a loss of thrust results in a rapid slow down compared to the inertia of a big jet can happen faster than the rust can be removed from the skillset let alone the reaction time needed to identify what the correct action should be at that moment can be over whelming. Add to that the low altitude time compression of losing those few ft available can be lethal.

Got this for my ski nautique as the battery compartment is in the bow and tended to keep the bow low. This battery was half the weight of the marine battery it replaced. Not cheap on price at $700 but does have an 11 year warranty and helped out on the bow not riding as low too. https://dakotalithium.com/product/dakota-lithium-12v-60ah-dual-purpose-car-starter-deep-cycle-lifepo4-battery-1000cca/ On further review this battery at the same price as the earthx has way better specs. i see the price has gone down $200 since i bought mine. I have had it two years now and its still going strong. Too bad this is not certified for aircraft. Maybe i need to send them a request. If i had an experimental plane this would be the battery i would use.

In this previous thread i show pictures of my engine compartment cocooned in plastic wrap with my dehumidifier inside the wrap as well it kept the whole engine in the low 30’s RH.

As this topic has come up multiple times here is the original thread where i posted pics of my setup and how it looks.

When i sent my fuelpump flow divider and throttle body out for overhaul i knew it was going to be 6 weeks or longer. I put my dehumidifier on a stepladder next to the engine and wrapped the entire engine compartment and dehumidifier in cellophane plastic wrap i left the RH sensor on top of the engine inside the wrap. The entire bubble like cocoon RH was in the low 30’s and the dehumidifier only ran a few times a day. I think i could have left it that way for storage if need be only risk would be a loss of electricity or an electrical failure of the dehumidifier.

It’s the ratio that is so hard to automatically control. On cold winter days the RH might be 25% and below my cutoff threshold even or in the summer with rain the RH can be 100% and my dehumidifier is lucky to pull it down to 50% and that’s running at 100% of the time. So setting my controller at on at 48% and off by 28% on really high humidity days i might have to settle with 38% cutoff or the dehumidifier will run non stop.

Damn should have bought one 6 months ago when this was posted the price has gone up $1000! Inflation is out of control.

FlyQ wouldn’t connect to my garmin345 when i tested it a couple years back. Don’t know if they got that working now or not.

I switched employers and lost my free foreflight subscription and did not feel like paying the $100+ a year for the app. I went with FltPlan go as well it’s clunky compared to the polished foreflight app and I miss the glide ring foreflight had but at least it is free! And it pulls in the traffic from my garmin 345 ads-b and I can get wx too.

Yes please do. We know that our terrain warning stsrem will go off anywhere outside the FAF but past the FAF that protection shrinks away to agl at some point before the runway so that false warnings do not trigger. If you have a big enough error maybe it would trip but a 200-400ft error could be small enough not to trip the terrain warning bur big enough for the plane to hit an object. Or hill short of the runway.

Verify mixture linkage wasn’t connected wrong or kink in the cable going to fuel control.

Also get quotes for a retractable high performance airplane on a new ppl just so you know what kind of budget you are going to need. Insurance is expensive on new pilots with low hours.

Looking for lessons learned or any tips on performing the critical altitude test. My airplane will be ready for pickup out of annual this thursday but in order to verify adjustments made to the turbo system i need to fly the airplane up to critical altitude to make sure ny fuel flow is set correctly. I did a flight to 22,000ft one day and noticed my boost pressure falling back to 30” pressure the A&P suggested after finding no leaks in the air intake system that the fuel flow could be dropping off and that certainly looks like the case as pictured below my fuel flow went from 24.7 down to 18.3 by the time i got to 22,000 and you can see the gradual drop off from my savvy chart circled in red. Just wondering also best way to come back down quickly without shock cooling or taking forever. I’m thinking of lowering the gear before the descent so i can keep up more power to fend off cooling the motor too quickly. That and leaning mixture to peak egt on the start down. I’m also hoping that with the slope starting down at approximately .3 gal/hr less per 1000 ft climbed i might be able to tell within the first 5000ft or so as A&P makes fine adjustments until it holds steady up to 5000 then go on up to the FL to verify its able to hold 36” MP and the fuel doesn’t drop down in the climb

Just looked at that and compared it to my system it’s twice as expensive and my dehumidifier is rated for a 4000sf room. It blows out a ton of air so i don’t worry about a tight fit over the oil filler tube in fact i like that it’s blowing the excess dry air into the engine compartment getting humidity out of the engine bay area too. I’m sure my unit uses more electricity per hour as it’s an actual a/c unit using coils to capture and remove water from the air. I have a drain hose that goes out under the hanger door and drains outside the hanger. to give a reference to how much this thing sucks water out of the air in 4-6 hours i have 1 gallon of water out the drain. In fact if my hanger was better sealed i think it would just lower the whole hanger’s humidity but there are just too many drafts to lower it but maybe a few % compared to outside. My unit is no longer available but this is a comparable unit cheaper too! When i got mine i used the styrofoam that was protecting the top of the unit and cut out a hole where the vent blows, then i duct taped a home depot square to 4” round hole and bought 6 ft of 4” flexible duct tubing to a 4” down to 3” tube reducer and i put that 3” over the oil filler tube. I think all parts included was $500. Amazon Basics Dehumidifier - For Areas Up to 4000 Square Feet, 50-Pint, Energy Star Certified, White https://a.co/d/4g95jbz Oh and i plugged the unit into this: WILLHI 1803-H Humidistat Digital Humidity Controller Dehumidifier Control Max 1650W 110V Greenhouse Growroom Humidity Control Outlet Humidifier and dehumidifier Mode with Sensor 0%~ 100% RH https://a.co/d/bDEacwy

I went a home grown route with a whole room dehumidifier and just pipe the output down through the oil filler tube with a humidity sensor that is controlled my the power plug. This way it’s a controlled loop and my humidifier only runs when the humidity inside the oil fill tube gets above my set point of 45% and then turns off at 29%. This keeps the on off cycles at least 15 mins apart especially when it’s raining outside the hanger and the humidity outside is high. What is amazing to me is when i first put it on right after engine shutdown just how much steam comes out in the first 5 minutes. I think it would help most people if after their flight to just take off the oil filler cap and then do other things like push the plane back into the hanger wipe off all the bugs smashed on the leading edge of the wings, cowl, windscreen , vertical and horizontal stabilizers and by that time go back and put on the oil cap. Alot of moisture comes out in that first 15 minutes.

Skip, still curious if you or someone else purposely sets your baro 2kft higher than current setting to see what a garmin will show or do with a gps baro discrepancy and if it does flag it at what altitude deviation is that threshold. It would be interesting to test for that situation now on a clear day so you know what safety if any you have for when you are imc.

^^^^THIS RIGHT HERE! Same thing happened to a crew of ours as well. When i read the report i was just stunned. I don’t know why i assumed that other safety checks would save you like the baro altitude is being crosschecked with the gps right? Nope. And in the weather there would be no way to tell except the radio altimeter reading and verifying that with the FAF altitude. This lack of verification reminds me of an oceanic crossing when we were in an older B767 that did not have gps only the 3 IRUs they would start to drift after you got out of range of land based VORs but the drift was slow enough that you could make the ocean crossing with only being a few miles off course. This one trip, i noticed only halfway across the pond that my handheld gps i had stuck by the window was showing us going further and further off the planned route. This prompted us to look at our IRU page to see what each individual iru was doing and sure enough IRU 1 was 40 miles off from what IRU2 and IRU3 were showing. What was scary is that the system did not pop up a warning nor did the system do what it’s supposed to do and that is compare the 3 iru’s and follow the 2 that are close together and not the 1 iru that’s going astray unfortunately the autopilot was following the 1iru and ignoring the other 2. We switched the autopilot to heading mode and followed the 2&3 iru’s but it was distracting seeing our track on the main displays going further and further to the right. On coastin we verifed our position with center and we were where we should be and we wrote up the #1 IRU when we landed but i often wondered what would have happened if i had not had that portable gps with us to alert us that something was wrong because in the cockpit it looked like we were right on track following the magenta line and when you are out over the ocean there are no visible landmarks to verify your position but in reality we were drifting off course. I heard recently that over near IRAN there have been some gps spoofing that slowly feeds in errors so small that the navigation system doesn’t detect the spoof and over time of hours not mins the plane will be 10’s of miles off course enough so that some crews have inadvertently flown into another country’s airspace without out prior approval and it’s gotten them into hot water.

I’m just saying what was explained to us. Our pilot crews were assuming like you are and when there was a near collision our airline found out what I’m explaining to you now. Tower is expecting you to climb to pattern altitude if you did not get any other instructions beforehand. 99 times out of a hundred you are landing and this doesn’t come up or there is not traffic overhead and thus not a conflict, but if you climb the miss instrument approach procedure without getting that approved after you received cleared for the visual you will be the one in the wrong. As geebee also stated this is the way. We have now adjusted accordingly and as they say cleared the visual in goes 1500ft agl in the control panel. Used to be distracting as i was looking on the chart for field elevation and then having to do public math and round up to the nearest hundred until another pilot showed me just look at the automatic cabin controller set altitude as it’s always showing field elevation of landing airport then just add the 1500 to that.

If he is taking off down wind breaking rules, even if he had a radio he wouldn’t use it or even turn it on.

Ok a few things. My previous airline was doing visual approaches backed up by the ils in the fms. If we had to go around (rare but it does happen) we would just fly the fms published missed approach i. E. The ils. This worked for years until one day a goaround was done and there was traffic over the end of the airport at 4000ft which was the same as the published miss. Tower assumed we would do a standard pattern altitude which for jets is 1500ft AGL after the asap report the company assimilated new procedures that if we were cleared a visual approach you must put in the 1500ft agl altitude into the box so that you would not climb higher as ATC is expecting that for a missed visual approach if they have not given you instructions before then. FYI CAT IIII and CAT I are usually no different except for redundancy and monitoring. Just like FIKI aircraft have to have certified parts and backup systems where there are other moonies that have the anitice systems but because they don’t have the backups they are not FIKI certified. The CAT III is certified to 0ft has to have a generator backup must actively have the approach area clear and monitored that all systems are working. When the generator is down for maintenance for example that ILS will be notamed cat II or even CAT I until that redundant aystem is back online. The CAT I does not have to have a backup gen etc so cheaper to operate. We have done autolands on a CAT I approach and the jet autolands beautifully but we have to have CAT I visibility to monitor it and take over if a problem does develop. second ILS and LPV are similar to us the pilots but are very different in one key area. The GS on an ILS is from a transmitter that is certified by the FAA to be accurate the LPV gets its Glide path from GPS which at best guarantee accuracy is 7,6 meters or 24.9ft but here is the kicker that i just learned this past year. Now maybe garmin is different i have not gone out and tested this but in our jets an RNAV approach gets its hight from the baro altimeter NOT the gps! We had a crew that flew into key west and the atis was down so they get the altimeter setting from their Flight Deck pro app. Problem was in the heat of the approach they accidentally put in airport ewr not eyw and put in the wrong altimeter setting which wouldn’t you know Murphy’s law it was different than the local airport by 400ft and put them 400ft lower than what they should have been and the autopilot flew the approach at that lower altitude! The egpws which is supposed to warn of terrain blends out as you get close to the runway as you do not want false alerts when you are trying to land so at 1500ft they were really at 1100ft and then when they started descending after the FAF they were close enough that the egpws warning floor was also lowering as well. They were very lucky they did not hit a tree or something else. Bottom line triple check your altimeter is accurate and current for the airport you are landing at as the rnav is based on that setting and it has to be accurate the fms does not crosscheck the gps altitude with the altimeter to give you a warning if you incorrectly set the altimeter. Now had they been on an ILS even though they would have been 400ft low they would not have started their descent until GS capture and that would have just been a little closer to the airport before they started down to the runway and even though the aitimeter would have shown high when they finally got on the GS they would have been clear of all obstacles. The RNAV unfortunately started down way to early as it was using the wrong baro setting and it was the crew that finally recognized it and took over manually. Had this been in the weather they would have hit the ocean before getting to their DA. i always assumed the RNAV with terrain clearance like the garmin 530W has that it would warn me of terrain and maybe they do but at my airline it didn’t. Someone needs to go out in their mooney and set an altimeter setting like 2000ft low while flying at 2000ft and see if the terrain warning will go off. I would but my plane is in annual so will have to wait.

Ah it’s only a $100 mistake. :)

Well checking the mags does not check past both in the off position. We pull the mixture then turn off the mags presumably to remove the fuel from entering the cylinders when the moter is winging down but when the motor sets for the next 15 to 20 mins the heat from the motor causes fuel to leak in from heat expansion anyways as proof from the hot starts the engine will fire up with the mixture in cutoff when the motor is still hot. When i know i am going to be starting my motor hot like when stopping at the fuel pump to pump in some gas, i shut down the motor with the ignition only. Once it stops i know the mags are both indeed grounded and any unburnt fuel in the exhaust from idling speed will have evaporated in the time it takes me to full up the tanks. Then on next startup i have the mixture in cutoff when i engage the starter. The moment the engine catches i go full rich on the mixture and off i go. Only if i go use the restroom get something to eat etc and it’s pushing an hour or more when i start the engine and it starts to die i might have to hit the prime button for a 2 sec burst to keep the engine from quitting but then it’s fine after that.

That is until the electricity cuts off because you didn’t pay your bill. Our son didn’t want to drive either and my wife was perplexed until i said stop driving him around everywhere he wants to go and then he will want to drive, there in lies the problem. My wife and i have vastly different opinions on how to raise a child but i digress.