dkkim73

Doesn't it cross-fill the DBs in the PFD when the time comes? I've never had to manually update the PFD. In the aux page under databases (I think) it will show the cross-fill status.

Jim, There is always some distribution of both absolute EGT peak values and locations of peaks. As I understand, this is due to injector variations, cylinder and port/flow variations, and other factors. From what I've heard, people use who EGT to lean will use the first or last to peak, depending on what direction you're adjusting the mixture. Ie, to avoid some cylinders being in the danger zone. Eg running LOP make sure you're past the last to peak by 50F etc. Some have said absolute EGT values don't matter, may depend on probe placement etc. POH says to use TIT as a guide though I've seen good arguments for individual EGT based adjustment as above. TIT looking values would still apply in those cases. OTOH have you noticed a recent *change* in EGT values? That could indicate something eg if one went suddenly high you could have a non firing plug. HTH, David The above reads like a list, so I think I should follow tradition and add "PP thoughts only, not a wizened engine guru".

Very helpful. Not confirmed but sounds like this is a possibility. Out of curiosity did you buy a new one or get it repaired? Unclear from the web what the availability is.

Will look again when I get a chance. It occurred to me that this is the same switch that provides the "safety" against retraction of landing gear on the ground. So if it has actually been in "flight mode" (failing the other way, explaining the super-hot vane most of the times I've checked) that could be an issue, too.

Thank you all. Update: After reading and researching a bit, I went back to search for the pressure switch and also to re-verify everything. The plane was cool inside the hangar. When I turned on the pitot heat switch, the vane heated up very quickly, within seconds, too hot to touch as I am used to... So I guess on the positive side the heating element is probably not burned out (?would expect all or none). Perhaps the airspeed switch is sticking as Fritz suggested. Mooney manual warns against pressure-related damage (static only), so I talked to the avionics shop that did the static cert. recently and they said it is standard to keep up pressure on the pitot side. Also it had worked since then. Another thought I had is that, given it's so hot in my experience, I wonder if the switch is in "flight mode" on the ground. Ie. without the dropping resistor. There are probably some voltage references I could check if I got to the wires. Looking on my back, there are a bunch of tightly-zipped bundles under the panel on the pilot's side, near where I would expect it. It might also be under the side fascia panel(?). @Fritz1 is it behind a side panel, or just buried in wire behind the main panel? The manual says "near the pilot's left knee". I lay on the floor but didn't pull seats or cut zip-ties or look more than a layer deep for a few minutes, as I was just coming by for 30min before close. I'm trying to figure out what I might do to have caused this spuriously yesterday but can't think of anything. The pitot tube was definitely hot yesterday when the vane wasn't. Usually I can barely touch the vane for a moment and yesterday I could hold it. David PS. Also wonder if something related to outside temp. Not that it should act that way, just thinking of thermal effects on the parts (airspeed switch).

Good idea. It is supposed to be "near the pilot's left knee". Getting access to the harness might be the tricky part unless there are connectors to back-probe.

I found this this afternoon in the PDF manuals: Also I realize I had an IFR cert and altimeter calibration done last month. However, the vane had been heating up in the interval. It sounds like a good next step is to check voltage, which I was just told is via an access panel on the wing. Anyone done this recently and have any tips?

I do not recall the amber annunciator coming on, which I think in the FIKI plane it should if the pitot heat has failed (I don't recall the POH saying it lights with either). Come to think of it, I did *not* however check pitot heat in the air at speed. Looked for a schematic covering this part and did not find it. Please LMK if any one has it. Also heard back via Savvy, apparently Maxwell can repair these if need be. How straightforward is it to remove the unit? Can it just be pulled out forward by removing the visible screws? (any backing pieces that fall in, LOL, requiring rear access somehow?) I've always heard the positioning is crucial, can it just be put back in by empiric visual reference to the position within the screwholes, distances from edges etc. all marked down of course... Thank you guys for the quick thoughts! D

Hi All, I just went to green up some landings today and, during the pre-flight, the stall vane did *not* get hot as I was used to (the pitot tube was searing after a modest wait). It is reasonably warm (e.g. 70+F at least, plus sun) today after a cold morning. Is there a thermostat that prevents heating the vane? This behavior is new. Usually it has been getting very hot quickly. No popped breakers I saw. I recall there is some differential behavior between being in-flight and not. Unsure if things are different during the summer (picked up plane in Feb). Hoping to travel this weekend so any IFR-relevant advice appreciated! Thanks, David

What do you mean I didn't actually drive? I was right over I-90!

HR seems to have an increasingly cookie-cutter vibe and a surprising amount of comfort with behavior that they would otherwise call "paternalistic". I suppose it matters if you are on the clock or not when traveling, as to whether they have any say. Still, there is a capricious vibe to a lot of these anecdotes. I'm trying to get a determination regarding a mechanism to deduct expenses for my commute as a W-2 type. My position is an unusual hybrid where I travel to a remote worksite less than 50% of the time. But most organizations seem risk averse and look carefully for any downside. Plus is I am not alone in this situation, there are a few others, though I am the only one I know of using the problem to slip the surly bonds of Earth... It really makes the position work whereas I question the sustainability of driving.

Great time to get training on the avionics, play with weather resources, talk XC strategy, get war stories from a more experienced pilot, etc. On my dual repo flight from Texas we had *plenty* of wx to strategize around and dip into... Always good to do it first with someone else. My 2 cents. If you have $3.97 more you can get a cup of coffee at Starbucks...

LOL. Nothing like a heavily-armed Citation with a Hershey bar wing and a porcelain-iron bathtub to fulfull the attack mission Just kidding. Much respect to Warthog drivers. Like someone once said about Suge Knight ( @Pinecone), "please don't kill me". My son texts me about the traffic he sees in the air driving back from pro sports tournaments in Ogden. I'm hoping he thinks about the USAF. He'd be a great pilot and way better spatial awareness than me. Reviewed the charts and Hill is awful close. Back then I think I came down Ogden canyon, from the north, NA and flying low, and stayed out of everyone's hair. Now I'm coming in IFR and hopefully will be "worked in" but maybe that's a fiction. D

Thank you. I think a lot may be model-specific. I had an IR, HP and tailwheel time, prob 290ish hrs TT but a long flying gap and almost no RG time. I only was quoted by 2 out of approximately 10 agencies. I've been told different things by different people. I'd like to get 100 hrs in type before the next cycle (had to pay for it to sit in annual for a few months). Have about 30 hrs dual, looking to get more in the next few months, and have been doing WINGS activities (one broker told me that helped). We'll see. But all the anecdotes, recent at least, are helpful here on MS!

The transponder "baby shark fin" is on the aft ventral panel on the M20TN. Sorry, I did not think to clarify this as I thought it was a common mounting position.

I was more curious about @Z W's experience with Avemco. If they didn't need 700hrs PIC, what did they need?

Yes, I misspoke about that, you are entirely correct. So it would be less than 2g, though the higher induced drag will help get rid of energy, and if you keep speed up the higher parasitic drag will also help.

Tangential question: would the above caution about transmitting without a dummy load or antenna mean that one should not turn on the master/avionics (tied in my plane, G1000) when the belly panel is dropped without attaching the xponder cable to a dummy load?

Do you know what their other minimums or criteria were?

Looking to visit my son in the next few months. From the north. I flew into KOGD many years ago and will probably try that again. Any recent tips appreciated!

FWIW to new members, I think it is extremely helpful in sensitizing people to the way that the porpoising dynamic develops. I just had a terrible landing last week after several "greaser" flights, due to rapid configuration changes late in the approach and poor short final Vref. The biggest value is the -experience of the instructor and - the multiple simultaneous video feeds. Agree it looks dated but who cares?

Here's a way to look at it: In a fast increasing spiral, you are using the generated (large) lift vector to cut a curved path in space laterally and somewhat less so vertically (turning mostly sideways through space). Gravity ("God's gee") is pulling you down as well, but you are cutting sideways. When you roll shiny-side-up, all the lift at that high speed (lots of kinetic energy to use also) all pulls upwards, plus you have 1 g downwards to boot. And the trim setting tries to increase angle of attack further. So all things that will try to bend the wing. This "moving in 3 dimensions" and general understanding of curved flight can be positive and useful as well. E.g. emergency descent, you can roll into a 60 degree bank and spend half your lift in a turn while only pulling 2g. The higher wing loading can help you bleed energy and get down faster. On another note: I just this afternoon after a long week pulled out Rich Stowell's "Emergency Maneuver Training" again after many years. He discusses a wide range of Bad Things and Bad Conditions, focusing a lot on spins but also considering other upsets and Overbanked. But he also expands the Overbanked discussion more broadly to consider overbanked situations down low (e.g. wake turbulence). I don't think I could do the general approach justice, but he brings up pushing (unloading the wing) to allow better roll inputs, as was mentioned above by @Ragsf15e above.

You seem very motivated. That is more hours than many people probably get in juggling training and work. I was the same way and the frequency paid off, so not a criticism, just a voice saying hang in there... Was the ceiling below minimums or was the CFII hesitant to fly actual? I had a grizzled old Alaska CFII and we flew an ILS to 200' early on. Some schools have crazy high minimums these days.

Please let us know your experience. This is someone I would like to add at some point (same plane).

I agree. Based on vignettes, and observations of how corporate culture has evolved elsewhere, it sounds like there also was a disconnected managerial class with some cult-like thinking. E.g. the kind of people who tell each other how smart they are and pay each other bonuses*, while ignoring the engineers. And it sounds like they were downright harassing the objecting engineering voices. Who'd have thunk Boeing would ever have such a tarnished reputation. * the proverbial self-licking ice cream cone