Pinecone

1) But walking or driving you are not covering several time zones, so which one do I want. Last summer I flew non-stop Denver to Maryland. Should my nav show Mountain time, Eastern time, or the time where the airplane is? I can see arguments for all three. So this way you choose. 2) So you take off on a 5 hour flight. Go to Utilities -> Flight Planning. It can do calculations of ETA, distance and such. You have a choice of putting in locations or plan from the Present Position. So you have been flying for 3 hours. You want to see the data from where you are to your destination. When you hit calculate, it figures you have a remaining flight time of 2 hours. But the ETA is calculated from the take off (power on) time, which is HARD CODED. So the GTN says you will arrive 1 hour before NOW. If you read the manual, it says it calculates setups from Present Position using the Current Time, but it DOES NOT. Pics below were from FL to MD. It is telling me that my ETA is 14:42 with an ETE of 3:49 at 12:38. If I had done this 2 hours later at 14:48, it would have shown ETE of 1:49, with an arrival of 12:42. So I would arrive 2 hours in the past. Try it. And no, you can't change the start time.

It also shows the pitfalls and why you don't want to do it unless there is no other option. IIRC, that came about because of a misunderstanding about full surface deflection and airspeed, and how it was presented to the pilots.

You have to also teach the judgement tree that goes along with these things. But I agree with you. And most students will understand. But some won't. But those same ones would have probably tried it without any training.

You could also save a bit on the autopilot by only going pitch and roll servos, but wire for pitch trim and yaw to be added later.

The big take away is that it is IMPORTANT to check this in your Before Taxi checks. How many just push the Continue and don't actually check the indicators.

But what local time to display? Departure? Current Location? Or Destination? I just want them to fix the Flight Planning page ETA from present position. Right now it calculates the ETA from from the ETE from PP to destination, but then does the offset from the take off time.

If it is pad spring back they will be soft, but if you pump them a couple of times, the should get firm

Thanks. But he says his engine gets over primed when he runs the boost pump with the mixture full back. That indicates that something is wrong. There should be no fuel flow to the injectors with the mixute in ICO. I agree with his point about filling the fuel lines, but only those fuel lines up to the point that the mixture control stops the fuel. I do think some of the issue is the terms and how he puts things. But his comment about fuel in that is let in an open valve during priming has anything to do with the other cylinders doesn't match any form of engine operation I know of. It is possible that in a Lycoming that excess priming fuel can run down the intake and be sucked up by other cylinders, but hard to do on a Continental with the top mounted intake tubes.

125% over? As in you are 2.5 times what your budget was? Or are you 25% over budget? If 25% over, I would think about delaying the project a bit, and then do it. Or, have the 355 installed now, but wire and set things up for a GTN to be easily installed later. Then the 355 becomes the #2 radio.

I have to see how the avionics upgrade goes.

Based on others who are similar PP timeframe, I guess I have 3 hours of sim instrument in my PP training. It might be an artifact of missing paper logbook and then using an early electronic logbook, then converting to SafeLog. I need to track down my 2nd logbook and make sure the numbers carried forward from the first one correct.

I think much of that is operator difference. And yes, between brands. And this is assuming the shop has had their calibrated properly and at the recommended interval.

An ENGINE dyno is very accurate. A chassis dyno, not so much.

I don't know how much intrument time I had for my PP. I lost my first logbook, and the numbers I carried into the next one, did not have any instrument time logged. I don't think it was 3 hours. Did my PP in 1979, so whatever the regs required then.

The point is, there is something wrong with your fuel system. WIth the mixture pulled all the way out, NO FUEL should be going to the cylinders or into the intake. If there is, your fuel system needs to be fixed. All aircraft fuel injection systems are constant flow. If the valve is closed when you prime, the fuel just sits in the intake until that valve opens when you crank. You do not seem to really know how these systems, and engines in general, work.

But question is, whether even with two of them competing, if they saw all the traffic.

They are supposed to. Part 61 requires 3 hours of under the hood training for a PP.

That "trick" is outlined in the 830 manual.

Unfortunately, I doubt that many will realize it and listen to the lies of free money.

That is still a 5% difference. I don't know the standards for aircraft engines, but for cars, from the best to the worst case in a specific engine can be well over 10%. I know that BMW dyno tests each engine and they are required to be within the range of 0 - +10% of rated HP. Other companies do not test each each engine, and typically the rated HP is the max that will come off the assembly line. So it would not be unusual for you to be 10% down from the rated HP.

Would Mooney let us sleep in their facility??? :D

I would be in for that. Assuming my plane is back from avionics upgrade.

What does a GTN-650Xi have to do with ADSB? Yes, you can display traffic on it, but it is a very full featured com/nav/GPS. Also, a Canadian Compliant ADSB will work in the US. The issue is, the US ADSB only requires a single bottom antenna. So it is not complaint with the Canadian requirements, as it doesn't have diversity.

Huh, there is no power chart???? I have never seen a POH without one.

I second the GTN-650 recommendation.