Hank

Hey, wow, we outlasted the Red Board! http://forums.aopa.org/showthread.php?t=79627 Or are we just three times as hardheaded, based on the relative posting counts?

Found this very clear explanation of the difference between ACTING AS PIC and LOGGING PIC TIME: http://www.google.com/url?sa=t&rct=j&q=&esrc=s&frm=1&source=web&cd=10&sqi=2&ved=0CG0QFjAJ&url=http%3A%2F%2Fwww.takeflightsandiego.com%2Fdocuments%2FActingasPICandLoggingPICTime.doc&ei=kUc1T-TBGYjq0gHU-4S9Dg&usg=AFQjCNEO68cPSX20MrnX0TLPBkpoAGppbQ It's an ugly link, and it opens a Word document so I can't grab the html address from there, either. In the meantime, I'll continue to log my safety pilot time as PIC for the amount that the Pilot Flying is wearing a view-limiting device, because unless in IMC when the view-limiting device is not needed, it is up to the PIC to either maintain VFR or maintain visual separation, and that can't be done by someone who cannot see out the windows.

Sure does sound interesting! Especially since Tower had the gall to fuss at me for not taxiing immediately after my clearance readback, as if the cleared route would magically enter itself into the GPS. People wonder why GA pilots don't favor towered airports . . . And no, I will not try to program the GPS while taxiing, after dark, at an unfamiliar airport! But I am not a first adopter in anything, and do not mind waiting on actual user reports on how this thing works. Any takers??

Quote: Bnicolette

Quote: danb35 If I am PIC for the duration of the flight, then you are not PIC, and there's no provision of 61.51(e) that allows you to log PIC time. Being a required crewmember and appropriately rated are necessary, but not sufficient, conditions for logging PIC time. You do not have, unless we agree otherwise, final responsibility for the safe operation of the flight; that's still my responsibility, and you're there to help me carry out that responsibility. To log PIC time as a safety pilot (i.e., pilot not flying), you need to be the actual, no kidding, FAR 1.1 pilot in command of the flight (that's what "acting as pilot in command" means), and have all of the appropriate qualifications to do so (rated for the aircraft, appropriate endorsements, etc.). By contrast, you don't need endorsements to be a safety pilot--for example, you don't need a complex endorsement to be a safety pilot in a Mooney--but without it, you can't legally be PIC, and thus can't log PIC time. OTOH, the pilot flying can log PIC time even if he isn't qualified to be PIC, so long as he's rated for the aircraft. Thus, I could log PIC time in my Mooney before I got my complex endorsement, and I could (and did) log PIC for all of my instrument training, including the IFR XC. Pilot Flying: Can log PIC as long as rated in the aircraft. Safety Pilot: Need only have a class 3 medical and appropriate rating for the aircraft; need not have endorsements or be otherwise qualified to act as PIC. However, to log PIC, must be qualified to act as PIC, must be actually acting as PIC, and may log only the time the pilot flying is under the hood (as that's the only time he's a required crewmember). I disagree that Greg should log PIC time, as nothing indicates that he was in command of the flight.

Fill tanks. Pay for same [often inside FBO]. Visit head. Return to plane, sump. Actual time varies, depending on walking speed and distance. I see very few fuel trucks . . . often SS pumps.

Quote: 201er A) Can't pull that way if you have to move forward (forward seems even more difficult than backward when you need to) The cowl seems far more fragile than the prop. It's just a shell supported by itself. I don't have the physics degrees to justify my explanation but to a layman like me it would seem that an essential/functional surface like the prop would be stronger and better supported than a mere aerodynamic/aesthetic item like the cowl?

The same thing used to happen occasionally using IE6. Work finally made the upgrade last weekend. Some threads I just can't read . . . . . .

Yep, Droid works, IE8 doesn't show anything but the OP's avatar, info and title . . .

Yep, this happens sometimes. When reported, it can be corrected. Otherwise, I only get to read part of some threads, but this time it happened right at the beginning.

in the Vintage forum, the thread titled "Problems with M20C" will not display. Only the name of the OP, nothing else. This is the plane I own, I really want to keep up with others' issues.

Quote: nels I am in no hurry to get anywhere so if the weather looks bad we can just hold out a couple days until it looks good. The expenses are higher on the Mooney vs a Cessna but the early Mooneys are pretty simple so I can't see the maintenance being that far removed from the Cessna/Piper.

1970 Vintage bird. Owned since June 07. Only a few problems in ~350 tach hours [more in my logbook, which is done per the yoke-mounted clock]. Non-routine maintenance/repairs: -AI & Alt. overhaul, Sept 09 [failed pitot-static check during Instrument training] -new capacitor in left mag for cranking, Dec 10 -rotating beacon died, Spring 11; replaced with nice LED -altitude encoder intermittent--replaced, Spring 11 [sometimes it would broadcast actual, sometimes zero, once 27,000' and I even saw -10,000' once] -tank reseal, Fall 11 [can't forget that one!!! It cost more than everything else combined, not including round-trip transportation] That's about it, from what I can remember. Hopefully I didn't just jinx myself . . . . . . Not included above is oil changes every 50 hours, new front tire, new mains to come soon, broken nav light cover [hangar rash!], lots of grease, lube and some wheel bearings at annual a while back, other little stuff that amounts to not much of anything.

Quote: 201er When I called the FSDO about this (my plane was being annualed for prebuy and I took POH home to study, mechanic needed to test fly plane and noticed POH wasn't there so I was hoping to get away with email him a scan copy to keep on a laptop during test flight) they really had no idea. It went around several departments because they weren't ready to completely say no to EFB but to cover themselves they said to go with paper anyway. I still think that the rules allow for an electronic POH but everyone is still insisting on paper just in case. So I have both. I have the electronic on my tablet and the paper. In fact when I scanned my entire POH, I printed 2 copies of it. One I keep at home as a reference and the second in the plane. The original POH is in a ziplock bag on the hat rack. It's old and the pages are starting to fall out but it's the most legal document so I want to preserve it. So instead for actual use I use the electronic or paper copy that is just like the original but clean and intact.

Quote: nels I guess we are deviating from my original question but I'm learning something so I don't mind. If I am understanding this correctly, it sounds like typically referred to power setting of 65% or 75% etc are actually full throttle settings but at altitudes where max efficiency is less due to the lack of the oxygen component of combustion. So at altitude it is normal to cruise at full throttle? Further manipulation of fuel air ratio at cruise can yield more economy? Am I close?

The only way I've found to do this: send a PM to someone and ask for their email address. Then attach whatever files you want using your own email, and send it to theirs.

Quote: jetdriven moving the prop is a separate issue. I will move it if needed, but also ground check the magnetos after every flight and look for the keys on the panel before moving the prop.

You're right, there, Jim. At altitude, I often indicate in the 135-140 mph range; GS varies from 105-180 knots. Gotta love headwinds! Now I'm going to have to dig out the Carson speed stuff and go over it again to see just where it is . . . . . . Thanks for that!

Quote: aerobat95 George, I think you have me sold on the Lightning....question for you. Can you do aero in it? also what about a constant speed prop?

Kevin-- There should be a limit switch on your throttle cable. Look under the quadrant/panel, and clean it good with contact cleaner, then move the throttle and listen for it to 'click.' Anything much more than this will require licensed assistance/supervision.

Best Range is the Carson speed. Going by memory, it's about 1.3 Best Glide. So my glide speed is 105 mph; Carson speed [from previous calculations] is about 138 mph. No thank you, I don't cruise that slow, only for flightseeing.

Careful there, Squirrel! Spinning your Mooney can cause your fluffy tail to detach, and then who would put it on their car antenna???

There's two things you need in a smoky cockpit: air to breathe, and a way to see the panel, and eventually see outside to land. Stopping the fire is obviously of critical importance, but as relayed above, turning everything off may not stop the smoke and opening windows and doors may not clear the air but rather draw in more smoke from up front vs. under the panel. Simple goggles and one of the little O2 bottles with a built-in mask should suffice, even if it's a little 10-minute bottle; personally, if I'm on fire I won't be paying much attention to little things like the risks entailed if the airplane ever flies again. Who was the sage that stated "operational limits only apply if you intend to use the aircraft again"? Balance that against the additional fire risk from having bottled oxygen, and don't forget accidental puncture risk by passengers/shifting luggage. Knocking the valve off is often much easier than penetrating the canister and just as bad. Lots of thinking to do here, as well as risk mitigation. "Pilot in Command" somehow conveys greater responsibility than just cranking up the car, although the latter seems to affect more people every day, and is apparently taken far too lightly by many drivers.

Opening the little window or cracking the door will help if smoke in the cockpit is coming from "in the cockpit" sources, i.e., something electrical. If it's from under the cowl like the recent Piper trouble, bringing in outside air will do you no good at all. My Owner's Manual says in its entirety, "In case of engine fire, turn cabin heater off." I also plan to shut off the fuel supply, pitch for best glide [105 mph with the prop spinning], pull the prop all the way back, and look for someplace to land 5 minutes ago . . . With any luck, the fire will self-extinguish with fuel cut off and I won't need an emergency, red-line descent. Either way, clear cabin to land would be nice--it's hard to hit a runway when the cabin is full of smoke.

I've had my C for 4½ years now, and have made less 4-person flights than I have fingers on each hand . . . More with 3 people. One trip up the Outer Banks and back again had four adult males [OK, 2 were in college]; 200, 220, 200 & 160. We got to know each other quite well, and I carefully filled and measured to 34 gallons. Two hours' sightseeing on the way to Kitty Hawk, and 1½ hours direct back. Everyone rotated seats except me, but the poor guy whose turn was FFA to Dare County for fuel had a short turn with leg room despite a windy go-round for a second try. With only two of us in the plane, it's amazing how much cargo you can load into even a short-body. This is how my wife likes to travel, in this case heading out for Thanksgiving with the oil preheater extension cord visible on top of the pile.