802flyer

That’s super cool! Sent from my iPhone using Tapatalk

Agree that direct intense sunlight seems to be the main factor. I keep my iPad mini on a RAM yoke mount, plugged in, screen fairly bright. I’ve gotten a warning message a few times, but swiveling the vent by my left knee to blow at the iPad always brings it back down to normal. I usually point it that way prophylactically if it’s a hot bright day. Sent from my iPhone using Tapatalk

I seem to remember being told they’d sometime around this December, so hadn’t lost hope yet. Sent from my iPhone using Tapatalk

I’m not sure anyone’s individual answer is all that relevant as I’m sure there would be some semblance of a bell curve; a small number of pilots might sell the plane rather than deal with it, a small number might shell out exorbitant money now to have one on their own shelf just in case, and everyone else will fall somewhere in the middle. FWIW I completely share your outrage that a spring can cost this much but we’re kinda stuck. As others have said, there’s always a chance someone wants to PMA it and take the business away from LASAR at a lower price but I’m not holding my breath. Unfortunately $3k is comparatively small in the grand scheme of flying one’s forever plane for years and years. Certainly on par or less than the cost of acquiring a different plane and working through squawks. Even though it’s a ridiculous number, I’m guessing the gears for my actuator will eventually cost more new. And I’d rather know there was an option on LASAR’s shelf. Sent from my iPhone using Tapatalk

FWIW, I tend to let pressure stabilize with the mixture closed and then push the mixture in, count to 5-one-thousand, pull the mix to cutoff, and then turn off the pump. In my mind, this is a more standard dose of fuel since there’s no possibility for a variable amount of time/fuel before it reaches pressure. I also do this at WOT which again, eliminates differences in fuel dose due to variance in throttle position. I then reset the throttle and crank. Sent from my iPhone using Tapatalk

I struggled with hot starts when I first got my F model. Mags were due for overhaul and the ignition harnesses were ratty; that said, cold starts were fine and my LOP mag checks per Savvy did not show any abnormalities so I was initially hesitant to blame the equipment and figured I was doing something wrong. Eventually did the mag overhaul and put in a set of Maggie harnesses when the plane was next down for maintenance, and everything got better. I spent a while agonizing over technique, but now agree with others that you should carefully consider an ignition problem rather than something you’re doing wrong in the cockpit. Just to add another technique you could try: I tend to shut down the engine between 1100-1200rpm as others have mentioned. When ready to start, don’t touch anything; if you feel compelled to do something, advance the throttle another eighth inch but leave the mixture and pump alone. Then start cranking. After a very short shutdown to refuel, it should catch pretty quickly without other intervention. If a couple seconds have gone by with no firing (common with a 15-60min hot start), I will slowly advance the mixture until it catches, while continuing to crank. When first trying this, figure on 2-3 real seconds of easing the mixture forward. It will start to catch a bit, and then as you go another half inch forward, it’ll actually start and run smooth (by hot start standards anyway). Over time, I got a knack for what mixture position runs smooth with this method, so now I advance more directly to that spot rather than a slow push through the stumbling-because-still-too-lean region. This is also the spot I push the mixture to during any other start attempt (cold starts or if it fires right up during the do-nothing phase of hot starting). I’ve flown just over 60hrs in the last 30 days (most if it concentrated in two busy weeks with multiple legs per day), mostly in 80-90deg heat, so did quite a few hot starts and didn’t have any tricky starts using the above technique. It’s usually started in under 5sec of total cranking time (either fires right off or it’s time to give it the appropriate lean mix), so not particularly hard on the starter. Sent from my iPhone using Tapatalk

Now I feel like I’m getting a screaming deal on my intake duct for only $600 Sent from my iPhone using Tapatalk

Sounds like we need someone here to get hired at Transdigm and do some insider research. Sent from my iPhone using Tapatalk

Just arrived at KJQF this evening. Looking forward to seeing some of you. Sent from my iPhone using Tapatalk

I have a Onewheel GT and while I really enjoy tooling around on it, I’m not sure it’s an effective last mile solution. I bring it on plenty of flights to bike-friendly cities for the purpose of adventuring around the bike paths to find a $100 hamburger. It’s great fun when it’s part of the mission. But if I’m actually trying to get somewhere, I usually grab the crew car or shell out for the Uber. It turns out that 15-20mph is not a quick way to get anywhere, and riding down a busy road with fast cars is not where I find joy on the Onewheel. As far as the safety side of things, I’ve ridden somewhere between 100-200miles on various OneWheels and it just takes practice and a bit of restraint to keep upright on it. The one time I crashed, I was purposefully pushing the limits and can’t really blame the device. Since they added the “haptic buzz” feature, I’m much more confident in staying within the limits. Sent from my iPhone using Tapatalk

It may have *comparatively* very little iron vs. other steels, but still is steel and therefore mostly composed of iron rather than some other element. The 300 series are composed of 60-70+ percent iron, with the balance being the other alloy agents mentioned. I think this was the—admittedly pedantic—point that caused a hangup. Sent from my iPhone using Tapatalk

In the handful of years I’ve been hanging around mooneyspace (fewer than most, admittedly), I’d say the mood can be safety-conscious to a fault. Panel discussions invariably go down rabbit-holes regarding how many backups to the backups are backed up. If separated from the context of this thread, I’m confident the hive mind would have a field day if someone discussed launching into LIFR with basic ATOMATOEFLAMES/GRABCARD equipment, even though that’s perfectly legal per the regs. And as far as the FAA/regs are concerned—more often than not—posts here are quite critical of the archaic bureaucracy that governs us. So if someone had told me that mooneyspace’s line in the sand would be to defend NORDO flying because it’s in the regs and therefore sacred, I’d have laughed. But people are complex and I’m intrigued to learn that some notions I’ve had about the place were incorrect. Everyone’s entitled to an opinion. I’ve shared mine; others have disagreed which is their right. The internet would be a boring place if we all just showed and unanimously agreed that the regulations and state-of-affairs are perfect as-is. Here’s hoping the conversation can continue in a civil manner. Sent from my iPhone using Tapatalk

This thread wouldn’t exist or have gotten any traction if close calls were so easily written off. I suspect the number of pilots who truly cannot afford a handheld vs. can’t be bothered* is also astonishingly small. Autothrottles and TCAS cannot be implemented for $150, so I would argue that they’re not comparable on that basis alone. The airlines/public are entitled to disagree. *see anti-authority, invulnerability, and macho hazardous attitudes Sent from my iPhone using Tapatalk

Penny wise and pound foolish. A handheld com transceiver can be found on ebay for $100-150 or you can order one new for $200. If someone isn’t willing to amortize that into their flying budget for the year (or a couple years if you want…save up for that “panel upgrade”) for the ability to communicate in the pattern, check weather, etc., that’s absurd. There’s plenty of things that are legal per the regs, but unwise; I would put NORDO ops towards the top of my list given how low the barrier to entry is. Having a comm radio vs auto-throttles/TCAS are not comparable in terms of the magnitude of safety return to the individual pilot plus everyone else. Sent from my iPhone using Tapatalk

When planning a descent to an untowered field, I’ll keep an eye on the traffic in the pattern on ForeFlight (easier to see relative to the various runways than on the garmin traffic display) from 50ish miles out, to get a sense of who’s around or approaching. If the pattern is empty, I’ll fly a straight in if that’s easiest. But if there will be traffic flying the pattern when I arrive, I’ll just adjust my descent profile a bit (fairly small corrections if made early….5000ft+ and 20miles out) to end up on the proper side of the field for a 45deg downwind entry. Not a big fan of the 500ft-above-TPA midfield overfly because I don’t trust other arrivals to already be down to pattern altitude by the time they reach downwind. It’s easy enough to spin the heading bug ~10deg and shallow out the descent a bit, to place myself appropriately for a 5ish mile 45deg downwind entry, adjusted for traffic. At 160+ knots descending in the Mooney, that adds maybe 2 minutes to my flight time, while giving me several miles and a few thousand feet of clearance from all the people doing weird stuff in the pattern. Once I see my gap, I’ll make the turn for my 45deg entry. Regarding the OPs initial question about conflicts, I’d hope that making my own position reports in a timely fashion, monitoring traffic displays and unicom from a ways out, and perhaps asking conflicting traffic about their intentions would allow for small early adjustments to make everything work. Thankfully I haven’t run into the traffic-suddenly-appears-out-of-nowhere-on-final scenario yet, and short of a NORDO straight-in, it seems improbable or at least infrequent. But I’m flying the Mooney for fun and so a few extra minutes here or there don’t bother me; I would much rather extend or do a 360 than get into a pissing match when conflicting traffic doesn’t have the self-awareness to realize they are making a non-standard entry and adjust accordingly. Sent from my iPhone using Tapatalk

I’ve been looking at getting a similar setup and am curious what you see for average power required…is the 57W pictured fairly typical (and/or was it running other stuff)? Sent from my iPhone using Tapatalk

Will admit I hadn’t come across ring flutter yet. Did some googling and found a few high level paragraphs from Lycoming and a handful of forum threads, but didn’t turn up anything more in depth (was dreaming of something akin to the Pelicans Perch articles on LOP, etc). Any chance you have any articles on this? Apologies for thread drift

I didn’t specifically count, but their “mass” arrival was all of a dozen planes…maybe a few more. Sent from my iPhone using Tapatalk

What I was taught to do in my F (and it sounds like @Shadrach does the same) is apply a steady amount of constant back pressure on the yoke as I approach rotation speed (perhaps starting around 50mph), and hold that steady input until the plane flies itself off the ground on its own. With a calibrated arm, that usually has me lifting off between 65-70, and the plane transitions in to a smooth climb out without much fuss (other than trimming down as speed builds). I think there's probably a sweet-spot amount of pressure where the plane doesn't get too light too early, but still flies off before it wheelbarrows. As the nose wheel gets light, I'll need to apply more rudder (even still on the ground) to keep centerline in a crosswind. On a short runway, I might try to be a bit more authoritative about getting off the ground right around 65 so that I can reduce wheel drag, get the gear up, and accelerate in ground effect as soon as possible. If it's breezy with plenty of runway, I'll keep the elevator input maybe 50% lighter until around 70 at which point I "rotate" with the rest of the usual force, and then the plane flies off with plenty of control in the gusts. @shadrach has a lot more hours in his plane, so if he disagrees, I'd probably choose to emulate him

And if you end up with a Gi275, there is some amount of VFR nav capability built in. However I’m not sure exactly how capable it is, and suspect you might need two 275s to make it work (one PFD that also runs the autopilot, and one to serve as HSI/nav). I’ve always researched them as a combo pack with an IFR navigator so didn’t memorize this use case. Maybe a G5PFD and 275 HSI to save money, if you can stand mixing square and round. Sent from my iPhone using Tapatalk

Roughly what did that day you back for installed cost? Sent from my iPhone using Tapatalk

I think this depends a bit on what you are trying to buy. I bought my well-upgraded F model around 220 total time without any RG experience (but I did have my IR). Avemco insured me in the low $3000s with requirement for 10hrs of transition training, which I did in my own plane after purchase. I flew a bunch in the first few months and got 20% taken off quickly. For me, it didn’t make sense to seek out RG time in any type (arrow or Mooney) before buying. Perhaps if I were looking to buy an acclaim, it would have been more stringent. I would suggest you reach out to avemco for a general quote on for-sale tail number that roughly matches what you’re looking for before assuming you can/can’t get insured in it. It would have been financially very silly for me to buy an Arrow first, but everyone’s situation is different. And since you haven’t finished PPL yet, the gap to 200+ hours definitely will make a difference, but the extent will only be known if you ask for quotes. Sent from my iPhone using Tapatalk

A Travel John (plus paper or opaque plastic bag for discrete disposal at your destination) provides peace of mind on those longer legs, even if you’re hoping/planning not to use it. Sent from my iPhone using Tapatalk

I would be interested as well. Thanks for chasing this. Sent from my iPhone using Tapatalk

For fuel stops, I usually start with the fuel price layer on the ForeFlight map, and read the ForeFlight/airnav comments/reviews for the fields with cheap gas until I find something that looks good. Also check the Runway tab for condition of the runway surface. Happened upon KLHW this way on a recent trip to Florida, and it meets your criteria of cheap fuel and clean facilities (though perhaps a bit far east for your route, unless you want the coastal view heading south). Sent from my iPhone using Tapatalk