dkkim73

"well-loved"

Lost the PTRM servo in June. Ended up being the servo itself, quick swap, capstan/clutch stays. Local Garmin shop guru told me he had equipment to interrogate the servo but in my case it was flat dead. Hope it's not the GIA but I do know they re seat the connectors for those periodically... HTH!

Last annual they found a pickled (TKS) frog in my tail cone.

I want one. You had me at "what would Ricardo Montalban drive". I do kind of think, though tech has improved in this industry, you got more satisfaction out of some of those model concepts.

I can just imagine debriefing this story down the road. "Well, it started as a maintenance conversation, but eventually there was no way to turn back. A few forum members got together and set up a bandit street race...."

Doing some of this recently really made me want an AoA indicator.

There's a blonde astrophysicist somewhere around here who wants to debrief you on this.

Good problem to have

Well, one of the several, if unpaid, uses of a physics education is things like this...

IIUC most of these units have at least a primitive MEMS(?) AHRS, not a full independent longer-timeframe INS, but that should be enough to come up with a nice simulation of mechanical IVSI behavior, wouldn't you think?

It is really is inertial nav, if you think about it. Fishing weight instead of fancy laser ring gyro...

Cool! TY for sharing. Wish I'd checked it out back in the 80's when I was in SoCal. It looks quite large now in those pictures.

I used this for a separate copy of regular and emergency checklists living up-front in the side ankle pockets (the leather ring binder full offical AFM type POH lives in back within reach when needed): https://flyboys.com/collections/frontpage/products/checklist-book-ring-combopak the rings are better than the typical ones, so I also bought extra for my kneeboard, for oft-visited airport diagrams, quick refs, notepads. Yup, still use a regular kneeboard. I found thin stone tablets with a 7-hole pattern so that, when I get a clearance I can easily chisel it down...

I am grateful for all the experiments and documentation Janice does with WinginIt, esp. since I have the same airplane and it's otherwise hard to find good comps (watched some Bonanza examples but still not apples-to-apples). More recently I am working on more short approaches and overhead maneuvers (since I'd otherwise been trying to reduce variance as much as possible in pattern approaches and stabilized GPS/ILS approaches until everything was dialed in). It's been an eye-opener as there is a learning curve on figuring out energy reserve. I feel I am quickly going from the inital to break (or turn) and dropping gear to "bleed off energy" then, before I know it, the stall horn is going off at 90 kts in a turn and it doesn't quite look right on downwind-to-base; I realize I'm probably stretching it. And then occasionally I am surprised and find I am carrying extra energy to a curving short final and it feels smarter to go around. All in all, I think it's really surprising how fast it sinks with the engine even at idle and full-fwd prop, leave alone if it were truly power-out. It's a heavy plane and the descent angle (or "wire" as Nate Jaros calls it) is pretty steep. Trying to find small power and prop settings to simulate a coarse prop and dead engine would be nice, but I think the bigger lesson is that it feels quite a bit different even when you're trying to work it out intentionally.

Sorry, you're entirely correct. I had Vx in mind when I was typing for some reason... I keep Vx in mind as a waypoint when taking off. I might have been conflating them since Vy is closer to Vlo (going up). Thanks for noticing that!

@Ibra very interesting, makes a lot of sense I think. I tend to fall into that mistake above. I think of the L/D curve and getting out of the draggy part. Is what you are saying, in some sense, that reconfiguring the flaps when slow (in this Vs0-Vs1 gap) essentially transposes you from one L/D curve to another where *you might not be where you think you are*? Ie. I am slow and low and at full (33 degrees), and I mistakenly think retracting to 10 would improve L/D, but what I'm actually doing is picking a different wing where I would actually be deeper into it, maybe even in the stall zone? I'm definitely in the camp of "fly through it", using ground effect if needed to bank some energy before doing too much. As for order, agree gear first *unless* 1. too low with sink rate or 2. it's unclear what's going on. What do I mean by #2? When I was first learning to handle the TSIO-550, I got into several situations where it would be fairly boggy, probably having been too rich on the approach and being asked to open up too quickly (I have some better techniques now, though honestly it is a bit sensitive at low power settings IMHO). So sometimes I would think to add power and it would be slow, or I'd think better of going around, and make it work with the landing (these were all higher-energy situations in retrospect). Nowadays, unless I'm committed to the climb out with enough energy (if low) or making a positive rate, I'll defer gear until one of those two things is true. This is sometimes fairly low to the ground. A salient point is that Vlo(going up) in the Acclaim S is 85 kts, so in normal takeoffs I'm itchy to get them up. Anyhow, this thread has reinforced to me Don's initial point of gear first being a reasonable starting point. And it's motivated me to build some more experience with takeoff (10 degree) flap landings.

Any opinions on rebalancing after changing cylinders? (3 since balancing after prop overhaul)

That's concerning. I switched to them last year as their quote was excellent compared to the others and their terms a bit more reasonable (not nickling and diming to add instructors, etc).

Will definitely support AvBrief with attention and a subscription if it goes that way.

Away from my references and trying to remember this. I do the same thing, but also keep the wx page zoomed out. I like North up at larger scales, and I believe there's a setting to set a zoom threshold where it switches. Might check that as it could affect the display.

, We understand. You're not out of the woods yet. Going straight to the noisemaker makes sense. But if that doesn't work, you might consider testing the wire. I hear stories around here of things wearing where they cross metal, especially if not secured with a clamp. Just a thought.

Aithre is a small company focused on aviation. They have some interesting products in the experimental market. I did not have good luck with their forehead/ear oximeter but their service was good. You could probably call them and chat about pros and cons.

It's like the Warrior.

Great point. First, it's a satisfaction you will have earned, and you should be pretty comfortable in that plane. Second, it will begin the eye-opening practical process of aeronautical decision-making.

If anyone does know of or finds a shop willing to overhaul them, please share. We swapped mine for a pulled known-good one and I still have the original. Not the exact one above, I think, but similar*. Tried a few places and no luck. Not sure if it's a liability thing or a numbers thing or what. Seems like it would be straightforward to do. * two switches, one for gear and one for pitot/stall heat level and I think the airtime indication to the G1000 and thus the Hobbs (last part is a guess).