Mcstealth

Got to do a couple of hops with Rainman in his nicely appointed 231 this past weekend. Winds that would have had the 172 bumping around doing a dance, the Mooney plowed right through with nary a complaint. Ray basically squeaked a full deflection, direct crosswind landing in Fredericksburg (good bit of flying there) and I noticed how the plane felt 'stiffer' on its gear than the planes I have been flying. I guess that is normal? We parked between a C22 and a Lancair. Yes they were pretty, but I was jealous of neither. Also got to see how a real auto pilot works. So that is how the other side lives! How would you ever go back once you have one of those? The speed and the climb of the turbo Mooney were as advertised and you sure can gobble up a lot of distance in a short amount of time. I have got to get me one of these is what I was thinking the whole time. Thanks Ray David

And what does it do for you? I have seen and heard it mentioned and I am ignorant to the term. David

Omega, the seminar was fine, with really good attendance. I need the interaction to learn effectively, so it was helpful to me. Some people can learn with no interaction and I bet they would find define the seminar as time spent, but not neccessarily well spent. My observations. David

My first reaction when I listened to this was of anger. I though how stupid is it to try to keep appearances for the three lives sitting right next to you. So damn selfish. I guess a brain under stress really is out of control for some people. I was at an AOPA safety seminar last night in San Antonio. The presenter brought up several examples of CFIT. It was eye opening to say the least. DF

http://www.companycasuals.com/texassewwhat/start.jsp Here is the link to the Kerrville Shop that the factory used. David

OUCH! Perspective hurts! df

Worked all of these out successfully. Had to also change "VLOC" to 'GPS' in order for the 430 to match the runway. I did like the graphic of intercepting the bering relative to your position to the airport while approaching the pattern. David

Thanks. Will report tomorrow. David

Squelch a 430? How do you dim the brightness of a 430? I was shown once on how the 430 would show you the approach to the runway, not just to the airport. Had something to do with the OBS button I think? Want to train on that today. Flying at 6pm. Thanks David

Also, anyone that is serious about trading their Mooney for an RV-10 should go and look at one and sit in one. The difference in amenities, comfort and over all finish is kind of like Cadillac vs. Willys Jeep. Of course a builder can do what they like in the interior, but the kit doesn't come with much and you're on your own. Most builders are so sick of building at that point that the interior ends up being, well, functional shall we say. I have yet to see an RV that looks finished inside to the level of a factory built plane. It is partly how they get a higher useful load While I find this true in the acrobatic 6-7, and 8's. This is not the normal case in the 10's. The folks who have built the 10's know they are competing against the Cirrus, Mooneys, Columbia's, etc, etc. They know a stripped down interior will be a major weakness come time to sell. You see 10's with incredible interior finishes just for this reason. The used price for these birds prove it. You wouldn't be able to sell an experimental four place with stripped down panels and interior for over $200.000 no matter how new it is/was. David

The experimental stats are much much worse. That said, remember some aircraft lines are especially worse, for example the Lancair IVP I think it was had 20 fatals with 400 in the fleet at some point when I was reading about it. Also some much less well known airplanes than the vans or lancair, with significant build deviations from plans as well, are included in the bulk statistics for experimental. So staying away from that model with especially difficult stall characteristics and staying with a line like vans really improves things. Also, the time which is most dangerous by far in an experimental is flying off those first stage a hours, especially flight number one, two, three, etc. Things are more likely to break. Not saying why, just recalling stats I have read. That is my thinking. Take away the flaky designs, take away the fringe, etc, etc, and what do you have? Probably an accident rate much closer to certified. No I don't have the exact comparable statistics of a four place, N/A 180 or above HP, low wing retractable gear experimental or certified. I would bet that they are not significantly different. As for the price of a RV's or other experimentals? Check out this RV-10 on Barnstormers. RV-10 WITH GTN750 AND AFS 5600 • $229,000 • FOR SALE • RV-10 8850E 2007 with Lycoming IO-540. Approximately 450 HOURS TT engine and airframe. Panel just completely rebuilt with new AFS 5600 on left, AFS 4500 on right, Garmin GTN750 touch screen GPS Nav/Com, PS Engineering PMA8000B audio panel, Garmin SL30 2nd radio, Garmin GTX 327 transponder, and TruTrak Digiflight II Autopilot with GPSS and autotrim. Now. What would this kind of performance cost on a 450 hour 2007 Ovation? Lets look at this 750 Hour 2007 Ovation. Price $314,000 2007 MOONEY M20R OVATION 3 GX 795 Hours Total Time Since New.Airframe: 795 Hours Total Time Since New. Engine Specs: 795 Hours Total Time Since New. (Continental Platinum IO-550-G, 310hp, 2000 TBO) Prop(s): 795 Hours Total Time Since New. 3-Blade Hartzell Top Prop, Blended Airfoil Blades. Avionics/Radios: Garmin G-1000 Full Glass Panel. Garmin GTX-33 Transponder with TIS (Traffic). Garmin GDL-69 Weather Datalink. STEC-55X Autopilot with Altitude Pre-Select. So. Is this comparable? Apples to Apples enough? Which is the better deal??????????? Good darn question as to which plane is a better value. Very subjective indeed. I wish I had enough money to give Jimmy for that Ovation but the difference in price of $85,000 would go a long way in Avgas, maintenance, and Annuals for the RV-10. Is the Ovation safer? Statistics say that it is. Would I kick the 10 out of bed? Heck no. David

OK. Got it. A little boasting here, but my chicken stripe was down the center of the tire, after a race weekend I sold my take offs to the street riders for a profit!!! Probably wouldn't fit on your Beemer though! I do know a few 1200 riders that are damn good on those machines. They were sleepers for sure. Take them for granted and they would be gone!!

"But I promised myself to stay away from experimental." This decision is based on the historically higher accident rate, I take it? Why is it safer to fly a M20a-tn, than an RV-10? I don't know. I don't see any corelation, or reason, other than a historical statistic. That is my assesment. I would fly a RV-10 in an instant, and would feel just as safe as I do in a Mooney. Would I be historically as safe, I guess not. Feelings are personal David

As a first time user for any aviation app, is Garmin Pilot intuitive enough for novices? Is there any features that Pilot is missing and should have, that Foreflight has? Does the Nexus 7 GPS have at least the same reliability/accuracy as the I-Pad? All things being equal, is the I-Pad that much better in the plane, or no? Dollar for dollar value. Are the two apps comparable with iniation price and added services? These are off the top of my head to start. Feel free to adlib.

(Still ride a Honda VFR, hard, with but small "chicken strips.") Great bike! What year though all the years are good!? Not sure what chicken strips are?

Wonder what it would take to buy, and then to make feasible, much less profitable?

Someone on this board has this combination I believe.Looking for a report. I was given the chance to buy a current Nexus 7 with all the pilot friendly goodies, cheap. I am/was about to give it to my boys but before I do, I want to compare the Garmin Pilot Droid app to WingX and Foreflight/ Ipad. Lots to read about concerning Foreflight and WingX, but not Garmin Pilot. I know that is partly indicative of I Pad popularity, and not necessarily lack of functionality of Garmin Pilot or Droid. Can not find, yet, a Consumer Aviation comparison of the two or three apps back to back. It is a pay sight so my search is limited. Any help please. David

Thank you all for the help I have recieved by PM and thanks all for the encouragement. David

...love playing both sides of the fence.... Lyndon B Johnson

har har har. That was funny right there. My wifes '02 Dodge with a 4.7Ltr engine has had a low end rod knock for over three years. I buy the "quiet the rod knock additive" at O'Rileys and and I am quite satified with the advertised performance. The bottom end hasn't blown out yet......Knock on Wood. "Honey, what is that sound? What sound? Oh that. Ingnore it"

It seems that everyone has an opinion...... They are entitled to it.

Cessna has provisioned the three models of piston singles to accept the Max-Viz system for the last couple of years, making for easy retrofits. Retrofit systems are available for $30,051. Installations are only available through Cessna dealers. When ordered on a new airplane, the upgrade is $22,145. The lead article online at AOPA is the night vision that is available on some of the Highwing models. $22 or $30 grand for night vision attached to the glass panel. WOW is all I can say. You can field overhaul your engine for less money. David

I doubt it also, but the intelligence is there, is my line of thinking.

Why do we have landing gear limitations with any of the K, M, S, or TN with the monster legs on the M22 available? Just saying.