dkkim73

I see what you did there...

You know, after my initial trial I missed GP because I could use it on my Android phone to do weather briefs during the day. I'll bet there is a pared-down set of features that people would pay for in a "lite" version.

Hi All, I'm listening to Sporty's "Pilot's Discretion" today at work. The guest is a former Navy test pilot who's currently testing Boom Supersonic's planes. Towards the end (-3:21), they're discussing Mooneys and I got a kick out of his comments. He and a partner bought one while he was in test pilot school and he said that it humbled him more than any other plane. https://www.sportys.com/blog/going-supersonic-with-tristan-brandenburg/ DK

There is some verbiage in the announcement about giving people who've already used a trial a new trial to check out SmartCharts. I emailed Garmin Aviation Support and they kindly gave me a 30-day trial of Basic (which then automatically benefits from the Premium upgrade which I had from (e.g.) a G1000 subscription). They are pretty reasonable and seem to err on the side of generosity. In a way, I am also trialing Garmin Support here I tried these on my most recent flight. It's very clever and definitely declutters the approach. It's actually kind of weird, and I found myself flipping to the govt chart view to do my familiar brief process (tried both ways). I flew a less-familiar approach and it was a bit fast, which distracted from the eval. But still an impressive start. I am planning to play more with Garmin Pilot to get some familiarity and give it more of a chance vs. ForeFlight (which feels reasonably fluid at this point). It also seems that the W&B and performance profiles are not as well fleshed-out in GP vs. Foreflight.

My last flight ended in a quick descent on approach to a circle. Different approach than usual and things move quickly. I ended up with more speed than usual on final and had to dump energy with the brakes. It all sorted out fine (I am getting better and really keeping steady down low and bleeding off the energy). But I do remember thinking about airspeed and AOA... If the weather had actually been worse I would have been potentially more distracted, and being able to fly with AOA guidance (esp. turning and in different configurations) and also having the aural tones would be nice. Curious what others think about this from a safety standpoint, or being able to do new things better (e.g. infrequent short field approaches etc). Vs. just flying more precisely, which is always good too, of course, but it does cost some money. OTOH LHS seems optional, but man is it helpful in consistency.

Anyone else going to Cheyenne next weekend? Looking forward to the renowned ground school program and getting to meet some of the Mooney community's luminary CFI(I)'s in person! Any local tips on the airport (Cheyenne Regional Airport, KCYS) or region appreciated. Looks pretty straightforward and kind of in my backyard, but nothing beats a local brief. Cheers, David

Lots of good info above. Two summary points: You would expect it to offer an update or "just work" on Apple, but it doesn't. Try the body English described above It was implied that prior users would get a new trial. I had the Premium upgrade from my DB package. I simply emailed Garmin Aviation Support and they gave me a trial. They're quite reasonable in my experience. Also, I test new vendors by calling or emailing a naive question. Garmin always passes. Looks great at first blush. Will try it out soon. Wonder what will trickle into panel units and Aera...

I think stuck exhaust valve should increase EGT(??). Stick intake valve would starve combustion... But i don't think it happens often (?) Hard obstruction of an injector might explain it. Partial obstruction would run lean, might give higher EGT but hopefully an AP will weigh in with what's most common. Clean plug might be false negative if crud burned off during your run up. Did he borescope it?

Absolutely! Huge blessing of the turbos. That was only 14k, but 17k-190/210 on way back as helpful. The terrain is fascinating, but sometimes it follows me up ...

Commute to work after a great family graduation event and ahead of some inbound storms to western MT...

Ok that's not exactly a Scott Crossfield "i crashed a secret fighter powered by HF and Drano" story but it still sounds pretty fun.

Voice of experience there. Don't get guilted into doing things hurriedly. You can always ask for a delay vector. Usually when I am real polite and helpful and say "if it helps, can you box me around? or I can hold at RANDO and lose some altitude" they get the hint. D

I think the slip is a red herring. Zero interest in anything but coordinated flight at low bank angles in IMC. I got stuck high and fast a couple times before I realized the gear are my friend in this plane. They've always been a source of support (sorry). But, more seriously, in my plane Vlo (lowering) is about 140 KIAS and Vle is above 160KIAS, so they're great brakes. If you have speed brakes, use those obviously. A trick from John Deakin is to pull MAP (ie. throttle back without fear) and move mixture all the way to the rich-of-peak side to keep CHTs up. If cylinders are the concern. If I moderate the descent with gear and anticipation I may keep it lean until near the end. I'm in the shock-cooling-is-overrated camp, further because my plane isn't very susceptible to rapid cooling by cowl design. My personal take is that's the least of the many concerns. 2 cents only

Oh now that's just asking for a story. Sounds like some missing states? On the Hawai'i topic, many years ago we rented a C172 out of Kona and flew around the island and volcanoes. It was a single check out flight, although I'd just done tailwheel so it was easier to deal with the huge crosswinds. The instructor pulled power on me right after takeoff with a big crosswind so I got the sense that was his main concern. Great flight. The area over volcanoes park was very busy so definitely would suggest a local brief. The guide idea is a good one. Just searching around it looks like there's at least one place to rent on the Kona side.

It looks as though that brass colored screw is loose...? Ie rendering those parts father away from each other?

Hydrogen fuel seems to me one of those very elegant ideas that's thorny in practice. Since you mention production, one of the most inspiring ideas I've heard of in ages is the work Valar Atomics is doing: they're trying to synthesize hydrocarbons using atomic power.

When I went to Copalis years ago it was in a C172. IIRC you time it with the tide and the sand is fairly firm, kind of anti climatic. In your case I'd probably try and call and get some local PIREPs, eg have any comparable-weight aircraft landed there. Eg Bonanzas.

That points to some difference in mental models, I might wonder... or maybe lack of independent mental models for the VOR/LOC? I'll fly an ILS with GPS routing from the IAF to the localizer and dial the VOR as a backup (also part of the missed). I find myself sometimes wishing for a 2nd CDI whenever I'm trying to back things up with a VOR in earnest (for practice, I've never had a primary GPS failure); ie. dial in a "safety radial" along terrain or a lead radial, and it's easy to "feel" which side of the map your on by looking at the CDI (e.g. NE vs. SW) as a independent backup. In practice, it's a pain to switch the source to the main HSI for the reasons you note (and I would have to swap AP to HDG mode while switching between magenta and green guidance, if using the AP/FD, or manually hold heading while doing the button dance). So I end up using the handy "RMI-like" needles around the HSI on the G1000 instead whenever I'm actually using VOR #2. So maybe you're thinking that's all an artifact of training first with VORs. But it also makes me think 1. using VORs as a fluid backup to GPS might benefit from specific workflows 2. if you don't get this "feel", it also limits your understanding of the CDI function of the HSI, and how to interpret it beyond "stay on the line". This would be grossly highlighted by then trying to use OBS mode in anger. PP thoughts only, *not* a CFI, though I am a backseat driver...

This is the best April fools thread ever. Oh wait, it's not. That's an oddly elegant solution. I was thinking of what else to use, plastic sponge pad, fiberglass, cotton, wool, and i realize both those types are pretty good in terms of flow, micro texture, and mold resistance. I would offer you boxes of shed dog fur, but I think it would work poorly and someone will bring up the need for an STC This is going to sound odd, but maybe human hair would work if you can't find horse?

That's a good point that underlines the problem with the common "car engines are better" view... The duty cycle of light aircraft engines vs terrestrial are significantly different.

Yeah, ugly visual. OTOH I think motorcycle engines are built to consistently rev high, so you'd think they'd have figured the MTBF out. My general reaction is that diversity is good in this respect. Maybe they'll be big enough to invest enough to pull it off. Density of hydrogen seems problematic to me. Not sure eliminating carbon from small aircraft is that much bang for buck. One advantage of turbines is being able to burn anything. I was kind of excited to read about that small turbine from the French company, with the heat exchanger design. Seemed clever and not snake oil. I don't recall the name off hand but it was in the AOPA mag.

The underlying technology certainly can fail, between HW faults and the "program verification problem" (you can't entirely producty what most software will do). But in my mind, getting a TSOed panel unit drops that risk a lot. At least on the HW side... I was impressed to see old school per unit testing in the Garmin factory in KS. On the SW side I think that's mitigated by more careful release etc.. But not zero. So... Anyone here ever had a G1000 total failure?

Thanks! Any recs for a "print on demand" web vendor, and materials recommendation for the fab?

I'll look forward to those. I'm curious about the whole process of removing the coverings.

Maybe Microkit can add the "retard, retard" call outs. I miss my old flight instructors and guard buddies who otherwise could provide this helpful voice cue...