dkkim73

That is a great idea. I'm trying to figure out when to add Cam Guard and how much, on the fly. Your solution is better. (Vest comment also noted, was my first reaction on a thread a few months ago, and Junkman sent me info on his load-out. You... it's almost like you've thought about being forced down before... ;))

I was just watching "Masters of The Air" last night, including a scene with a high-speed, low-altitude bailout from a P-51 (one of the Redtail characters). It got me thinking about manual egress from GA planes, specifically the Mooney. At the risk of thread-jacking, is anyone aware of a bailout from the M20 airframe? I imagine if you thought it was even possible, you would want a helmet to not get whacked by one of the stabs.

I think there are some attorneys on MS who might have more understanding than I can generate here... I guess if you aren't giving any consideration away then you haven't bought anything (and I generally subscribe to your point "if you're not paying you are the product"). OTOH Savvy is gaining value from this sharing of data, which, as it is portrayed, is monetized in *anonymous* ways. So the idea that data tied to your specific identity is being given for money, in ways that might be contra to you as a party in a different deal, seems different. Clear as mud, I've made it. I hope we hear back from Paul's inquiries.

Anyone know which is the correct software version to edit legacy G1000 checklists? https://www8.garmin.com/support/download_details.jsp?id=5075 https://www8.garmin.com/support/download_details.jsp?id=12032 This first link is Dec 2010 and makes a cryptic comment about display software versions. Thanks! D

I wonder if the deeper problem is the conflict of interest (or dual agency) situation that Savvy gets into when the Seller and Buyer are both paying for services. It's not practical for an expert to "forget" what he or she knows about an aircraft just because the logs aren't mentioned. And any organization has a limited # of experts. It's as was mentioned above regarding conflict checks with attorneys. Solutions would be to avoid dual-agency, or have both parties sign a form accepting it (as IIRC can be done with realty agents?). While I imagine most sellers understand the view of technical due diligence, the other side of the coin is having the Buyer critique every time you pick your nose... Kind of like some people with cars "there's a paint chip, I want $1000 off the price". In any case, I really don't want my info shared without my prior approval, either, for any number of sane privacy-default reasons. And we haven't even talked about the discrimination insurance companies can inflict with data harvesting. Think healthcare. AFAIK Savvy is not dealing with them as they are GA owner/operator-focused. But it could be coming "get a discount [ie. be able to afford insurance] if you agree to disclose". Anyhow, I hope this will drive some clarification of policies. I really like the service and am generally a supporter of the kind of positive entrepreneurial small business that Mike Busch represents. DK

Probably the best idea... might be worth checking your software revision on the G1000 and downloading a matching guide from Garmin. BTW anyone know how to order printed copies?

I believe the behavior of the G1000 when the go-around button has pressed has changed over time. This is from comparing references and (IIRC) Max Trescott's book. Looking at the Pilot's Guide Mooney M20M/M20R/M20TN/M20U/M20V 190-00647-04 Rev. B "This manual reflects the operation of System Software version 0401.35 or later for the Mooney. ", I see: excerpt of page 484: Note this is with the GFC700.

Hello all, This question applies to legacy G1000's, one of which is in my plane. SiriusXM offers several tiers of weather product, adding additional elements for more money: Legacy: https://www.siriusxm.com/content/dam/sxm-com/pdf/aviation/XMWX_Aviation.pdf New versions: https://www.siriusxm.com/aviation/packages I just had a trial subscription finish, and am looking at continuing (given the granularity and shorter latency of updates vs. FIS-B/ADS-B). Has anyone recently taken a look at this question and, more specifically, whether all the features are displayed and used by the G1000? Software version is 0401-37 with the corresponding GTX345R upgrades, done by Mooney at annual. The G1000 can hide some things a menu or two down, and I'm not sure I've seen or properly looked for all the displayable items. Certainly the basic NEXRAD works well AFAICT and the lighting is selectable (though I haven't been near any recently). Any tips appreciated, DK

This is worth reiterating, with all the black crepe that we're hanging. I still have to pinch myself sometimes in the plane. Fast, capable, and a real IFR machine. FIKI is worth a lot IMHO though that brings some significant risk management. The density of airspace around DC would scare me, but I'll let people who know weigh in. There are a couple people here who commute significant distances for real into that.

That maneuver *definitely* works. A significant mechanism is increased "recruitment" of the alveoli, the little air sacs where "the magic (of gas exchange) happens". They are collapsed but open up when you pressure-breathe yourself as above, and when you breath more deeply, particularly at the lung bases. Unsure how much the absolute pressure increase helps in terms of partial pressure driving gas exchange (given the limited pressures we can generate with our chest esp. during inspiration, would have to look it up) but it certainly doesn't hurt. I have used the above to "get by" in terms of avoiding mild hypoxia at bordlerline altitudes when we brought the wrong cannulas on a demo flight. A pressure-demand or other positive pressure system helps with the above by delivering external boost. E.g. the common narrow panel military regulators. Another important practical physio point to digest: as you climb, the partial pressure of CO2 decreases along with O2, and the lesser absolute value of CO2 will decrease respiratory drive. So you just won't breath as often. So a very basic thing to do is remember to breath more regularly than you feel compelled to, and a bit more deeply. If you do both of the above, you can boost your effective oxygenation by a surprising amount at middling altitudes. HTH

Will do. I'm also going to wear it around a bit, and probably overnight, to see what kind of gaps or vulnerabilities it might have. Have been waiting for a good wearable before going higher than 17k. I'll probably try popping a bit higher on the Eastbound leg of my next commute. ETA: the auto on/off when you wear it or take it off is surprisingly helpful.

Ha. Well... it's a combination of (benign) behavioral experiments and rat-interest on my daughter's part. They're really quite interesting and personable creatures. Just happened that the reputable breeder was a full day's car travel away. Was looking to solve the problem with airpower (if I can find a cavalry hat I'll shout "air mobile!"). Unfortunately in a part of the state with high minimum altitudes... I realized quickly it would be more complicated than the more common Fido Problem. Interesting discussion, though.

That's a great tip. I'd kept the cord underneath thinking about its winding around the spinner, but your idea is better. Mine also have little flags visible from the cockpit.

I just received my Wellue pulse-ox ring. In the first 20 minutes, very impressed. Seems to maintain a signal and report well. Have trialed some other options. Have been waiting for this, and some test flights with my current "baseline" oxygen rig, before I venture into mask altitudes. A simply finger backup is also good. I would respectfully recommend *not* relying entirely on subjective criteria. D ETA: and yes, take opportunities for physio (chamber) flights to experience symptoms, or ROBD (reduced-oxygen breathing devices) if you can't get to a chamber. And remember to allow for changes in age and your physiologic "journey" as well.

@Jetpilot86 summed up perfectly what I was going to convey in other, less experienced, words. Everything happens faster and balancing short final transitions, cross-winds, etc, without carrying extra energy is a new realm. You can't just "put it" somewhere different in parameter-space quickly like you can a trainer. As far as the truck comment further above, the plane is very stable. Positive-feeling. Which is good for IFR. Just feels not as much like a T182, leave alone a Super Decathlon, as you might want at other times. And for IFR, going fast, takes a lot more attention to hand-fly and keep the #s on target (my experience). D (using Acclaim experience as indicative of Bravo handling @donkaye is the Bravo Whisperer)

Maybe Foreflight has an easy function "Send to ASRS Report". Prefill all the stuff to make it quicker. Interestingly the FlySto service has all sorts of flags, "turned on AP too low", "exceeded max MAP" etc.

Might also want to look at PIC (professional instrument courses), with the traveling instructor intensive approach. I found their manual very helpful, though I didn't use them for instruction. Would definitely recommend lead-turning the ground work, eg do IFR ground school in it's entirety before starting.

FWIW Mooney told me that, after installing a few, they realized it took longer. That said, as is pointed out above, there are a few details. D

My MicroKit unit took 12 hrs at Mooney. Might be on the high side. Though they'd done a few. That said, it was installed in an inboard wing port, tied to the GIA #2 for GPS and GIA #1 for gear indication, height calibrated, etc. Everything was solid and carefully documented, on a separate breaker and wired into the audio system on the prior ADF channel, with labels. etc. Parts cost about $27. Performance was as expected right away. Enabed the lower altitude call-outs (2', 1', etc). It has been bomb-proof over the last (nearly 50) hrs. I'm very happy I got it and find it very helpful for SA, esp. for new airports and at night. Support was prompt and low-drag. I imagine it could be installed for less. OTOH a zero-labor install of anything would worry me. And I personally don't want to rely on BT, WiFi, sympathetic vibrations in the ether, or other methods for notification. my 2 cents DK

This has been my experience. Even with good advice and good-to-excellent mechanics, there is a period when you need to get the airplane dialed in. And yes, the mechanics disagree frequently, leaving you to use your intuition and comb the networks (human and digital) for advice. For me, it's worth it to get something familiar and trustworthy for my mission and beyond. For starting out... I don't know. Lots of good arguments above. Busting out an instrument rating with a good instructor (worry more about your own formation, habits and the "Law of Primacy" than equipment, maybe) will pay dividends down the road. The Warrior/Archer is a bombproof approach to basic IFR training. I would argue the utility of *any* Mooney is much greater with an instrument rating. I flew 1.9 the other day, 0.2-0.3 actual IMC, but the flight was made possible by the rating (and TKS but that's another story). DK

@Danb Happy to hear this. It is very easy to go technically NORDO for a single call (get the ATIS, juggle volumes, switch headsets etc). If it gets to a point where you can discuss openly, would be instructional to hear. Glad I don't fly near the SFRA. Be well, David

So, I flew my commute with the DC One-XP and the Lightspeed Zulu. They are both excellent headsets, with a doubt. My observations: -the build quality of the Zulu 3's is impressive. The light Kevlar-armored cable seems trivial but is nice and very practical. No ding on the DC's but the LS are well-conceived in terms of materials. -the DCs felt lighter and are definitely smaller and sleeker. -DCs seemed louder to me for comms -Bluetooth performance was comparable. I think one of them stayed muted with the BT input longer (I think the LS?) when comms came through. -agree the LS is a bit more bass-y, but audio in both was really nice (I used Johnny Cash's "The Man Comes Around" which has highs, lows, and quiet spells, and is particularly nice flying over the beautiful, mountainous Western US at 14k) -I realize both have a subtle high freq whine in the quiet with ANC turned off. I think this is probably table stakes. -both usable with ANC off in the plane, though oddly I think the DC seemed quieter, though others say the LS. Both are solid. -I didn't ask center to compare my transmissions; the other reports out there say that the DC has a better mic and clarity. No issues with intelligibility with either. -my wife liked the comfort of the LS Zulu 3 on the ground better. When it comes to it, I'll see she can trial them in the air. I've been mostly flying alone. Appreciate the great PIREPs. I'm going to defer the DZ given the issues I've heard from multiple sources. The new digital rigs (A30 and DZ) would presumably benefit from future firmware upgrades and continue to improve, but I do like the robustness of analog, and both of the above are certainly solid. Kind of goes back to the Tesla thread. Also, since I don't have an objective audiographic cut, the value of the EQ function is still hypothetical for me. David PS. Does anyone here still wear foam plugs under their headsets? And how does it work with the newer sets. I used to do this early on, and when I still had a Class I (or II-variant) medical.

Wondering how The Junkman got a visual ID on me from so far away... All nice-looking solutions. I got a set of the docklines @Z W recommended as an inexpensive, versatile start. The Tie Boss shows out of stock currently. I think you could probable extend them easily with a few lengths of line and figure-8 follow-through knots on the end. Or match the original line and thread in a longer version. Nothing exceeds like elegance and excess, so I think at some point I will have to get The Big Screw solution for grass tie-downs. Haven't been anywhere more sporting than a 4000 ft paved runway so far. D

Hi All, I'm looking to put together (or buy) a tie-down kit for my Mooney. I'm hangared at both ends of my main route, and haven't stayed very long elsewhere. I see some pre-cut kits online with sliders, etc, and some anchor devices. I would imagine not using screw anchors except at a grass strip. Some of the fields I've passed through have bolts in the ramp. So I'm thinking to get some rope from a HW store and make some convenient lengths, with the idea to do sailing-type hitches to secure the plane (have to recall from muscle memory how to do that from training days). OTOH I might imagine occasionally finding other situations. What kinds of simple, light "kits" have you guys found useful? Thanks, David PS. I was visiting a shop on my home field recently and saw planes tied down with cargo straps (flat webbing and ratchets). It's a windy place. So that's food for thought.

That's interesting. I would have assumed the WSOs would always fly in Aft Initiate. Even as a flight doc, once the pilot would get to know you enough to trust you're not constantly trying to kill them, they would do the same in the D model. One of the edge-case nightmares in Normal mode would be punching out and leaving the pilot to die in a situation like that if things got rushed or jumbled and you didn't turn the selector valve. I always assumed a duck would be a bigger liability to the front seat, but now I wonder if that would've been true in the -B and -D as well... PS. insert fowl joke (snort).