Pinecone

You should try a 4 v 4 furball.

I recently rode in the back of a C-182 (CAP training). I was a bit concerned, as it was maybe the 3rd time I had ridden in the back of a light plane. I survived.

Mine is with Byron at Fly RPM based at KGAI. https://flyrpm.com/ He is a regular here on MS. I talked to the other A&P working for Byron when I dropped the plane off, and he said 90% of their work are Mooneys.

I have not seen any documents on this one. I flew in the show at Sun n Fun twice. They used both lateral separation and altitude separation. And no one passing anyone in the same pattern.

I haven't paid attention. I managed to order a few more orders than I realized. I have a multi year supply.

If they were looking back. As I understand their position, they are looking at their aircraft, not looking around for other aircraft.

Yes, they restarted production a month of two ago.

Based on this, I retract several things I have previously posted. I do question the design of the pattern that has different speed aircraft flying the SAME ground track at the SAME altitude. There is NO room for error with that pattern. It means that the P-63 did not cross a boundary, but was aiming for the same ground track as the B-17, based on the design of the pattern. In the video, it points out that for the 2021 show, the fighters appeared to be above the bombers, with some altitude separation.

Pilot, copilot, flight engineer, and 2x scanners. The scanners would be a the waist gun positions and look for things like smoke or fire. Confirm gear down. I am not sure that the B-17 uses scanners, but I know that they are on board the B-29s when they fly.

Weeks? Days maybe. They have the specs. How many CNC machine shops are there that could program this part and start cranking them out.

You also don't charge lithium batteries at a single voltage. Unless you like fires. Lithium batteries are charged in two stages. The first stage is a Constant Current phase. The voltage is adjusted to maintain the desired current, based on the battery capacity. For long life, you want to charge at a 1C rate. That is a 16 amp hour battery, would be charged at 16 amps. This current is maintained until the voltage reaches a specific voltage, then you switch to the Constant Voltage phase. For a lithium polymer battery (like cell phones, tablets, and RC models), that voltage is 4.2 volts per cell. At that cross over point, the battery is about 80% charged. For longer life, many devices only charge to this level. If you want a true full charge, you hold the voltage at that level until the charge current drops to near 0. If you apply 4.2 volts per cell to a discharged battery, you will most likely overheat it from an extremely high current, and it will, as described in the industry, "vent with flames." A good adjustable power supply can do this charge cycle with one setup. You set max current to the rate you want for the CC phase, and the max voltage to the CV phe voltage, and the power supply holds both to their limits.

That is the issue, a LOT of different tank sizes and configurations from Mooney. Then add in the Monroy tanks (with and without speed brakes). Hmmm, I wonder how many different tank capacities there are for what is the same basic airframe??? Hmm, my 252 POH says 39.3 gallons per side. But I am thinking (airplane is at Fly RPM for annual), that the fuel tank placards say 37.x gallons. Monray fillers are placarded for 14.8 gallons (I have speed brakes).

Flapper valves are not due to leakage, but in case the cap departs. If the fuel cap leaves the aircraft, the low pressure on the top of the wing will suck the fuel out of the tank. I do wish I could have the flappers removed on my 252. The Monroy fillers do not have flappers.

That is the take off procedure that I use in my 252. But a lot of discussion about "Vr". There is no Vr for light aircraft. Vr is a jet thing, where at a certain speed, you pull to a specified pitch attitude, in degrees, and hold it until the aircraft breaks ground. Then you transition to a climb pitch. We add back pressure starting around a certain speed

They were not supposed to be converging. B-17 GS was 165. P-63 was 219. Not a huge speed difference. Passengers are NOT allowed in an airshow. Only crew members.

But was there anything really different for the 205?

I plan on calibrating things for a dip stick and both the wing gauges and the fuel gauges. As a rough wag, I ran one tank to the 27 mark and it was about 31 - 32 in the tank. But I could see 34. I have to look for that addendum to the POH. I figured I would calibrate full to the original fill ports to have a lower baseline than totally full to get things back in line.

See above

The plane is actually for sale right now. But this happened around 20 years ago, and he owned it, flew if for many years after. Air boss made him apologize. He started with, "I was told I have to apologize, but I don't think I did anything wrong...." What a d**k. At another air show, one of his brakes locked up. A couple guys worked overnight fixing his plane. For free. He did not even say Thank you.

A thread on another forum pointed out that the P-63 was following other fighters, but went very wide. From the description of the pattern, wide meant crossing the boundary between the two patterns I posted this on the other forum about a near mid air that nearly took me out. While there are formation training/qualifications to fly formation in shows, there is no requirement for non-formation flying. I was one of a number of T-34s that came close to being involved in a multi plane mid-air at Sun n Fun. At Sun n Fun, at the time, the L and O aircraft did flybys on the 500 foot show line, pulling up and crossing behind the crowd. T-6s did the 1000 foot line (runway). The fighters and bombers did the 1500 foot show line, with pull up for "downwind" at or below 800 feet. The T-34s had a race track angled 45 degrees to the runway at 1000 feet with the T-28s 90 degrees to the T-34s at 1500. GREAT show for the crowd. Lots of planes and always planes roaring by. One of the fighter guys did not understand altimeter lag and that you cannot zoom to an altitude THEN roll and pull and not go above the altitude you started to maneuver. So, suddenly there is the underside of a fighter, belly up to a formation of 18 T-34s, close enough to see how dirty the belly was. Pilot never saw us. And would not acknowledge that he screwed up and busted through his altitude.

Easy peazy. Brass nut. Brass Blackening solution. Done. https://www.amazon.com/Brass-Finish-3-Ounce-Product-Dimensions/dp/B09JYKZLG7 https://www.amazon.com/OSJS-Blackener-Nickel-Steel-Iron/dp/B07HY9H2J5/ref=asc_df_B07HY9H2J5/?tag=hyprod-20&linkCode=df0&hvadid=563685117503&hvpos=&hvnetw=g&hvrand=5295581613657989015&hvpone=&hvptwo=&hvqmt=&hvdev=c&hvdvcmdl=&hvlocint=&hvlocphy=1018545&hvtargid=pla-1675088894834&psc=1

I had not seen it previously. And someone else resurrected it.

If I tried to take off with the trim set for landing, it would be UGLY. I am nearly full nose up trim when landing. For my normal load (2 people, 1/2 - full tanks) I set the trim to be be at the nose up limit of the TO setting range (252).

1) Keep the 530W and 430W and move along. You can later swap them out for Avidyne replacements. And can be done one at a time. 2) Replace the 530/430 with a GTN-650Xi and a 255 nav/com. Alternative, keep one of the two, put in 650Xi. 3) Spend your kids' inheritance and put in a 750Xi with 650Xi as your second nav/com. A GTN is going to sync up and work more seamlessly with the G3X than the GNSs. Not sure of your transponder, but the 345 is very nice.