Piloto

HP is a definition of power equivalent to 746 watts. 550 lbs/foot/1 second is an energy rate or power. This why constant power is required against a g acceleration levitation. Energy alone will only kick you to a certain height but power is required to maintain that levitation height. José

Still it requires a power source to drive it. A gas engine put out more power than a solar cell

No matter what type of propulsion is used it still takes 1HP to levitate 30 pounds of weight by simple physics math. One problem with Ionic/air propulsion is flying in rain

It should align after engine start or even in-flight after a power failure, it is an FAA requirement for IFR operation. José

After 36 years (original factory gyros) it will guide my autopilot on an ILS approach down to the numbers. Only thing done to them was an overhaul 6 years ago and replace the vacuum pump (time due). Never got an FAA AD. José

Wear Depend disposable underwear. www.depend.com. 20% discount with Aspen order. José

At least the p tube will keep your pants dry when the Aspen fails. José

Background We were recently notified that there have been numerous reports of Aspen EFD1000 PFD, EFD1000 MFD, EFD1000 EBD, and EFD500 MFD units with software version 2.9 and the ADS-B IN (FIS-B) Weather Interface option repeatedly resetting itself in-flight. The reset occurs between five- to ten minute intervals. During the time of the reset, the pilot might not have any EFD displayed information including access to altitude and airspeed for up to one minute. The cause of this safety issue is currently under investigation; however, preliminary information suggests that the cause of the continuous reset is related to the ADS-B IN interface. Pulling the ADS-B circuit breaker as described in section 3.2.6 of the Flight Manual supplement, has been demonstrated to resolve the issue. Recommendations The FAA recommends that owners and operators flying with Aspen EFD1000 and/or EFD500 units with software version 2.9 and the ADS-B IN (FIS-B) Weather Interface option installed restrict flight to Visual Flight Rules only and suspend night operations to allow safe operation in the event of loss of flight display functionality. Alternatively, the FAA recommends disabling the ADS-B IN (FIS-B) option. I am keeping my old trusty vacuum gyros. José

Major reasons for belly antennas are lack of top antenna space or for simultaneous VHF operation (ACARS/VHF COM). Belly antennas have less performance for on the ground operation (taxing) and subject to damage. I have a belly antenna on my M20J similar to the CI-122 connected to an Icom 706 VHF Ham Radio that I use for Ham operation and marine band. José

From the V speeds table below Vmc is just one Knot below Vr. A very narrow margin if an engine fails on takeoff and climb, specially from high altitude runways. Beechcraft B58 Baron (N658RA) Normal Checklist V- Speeds (KIAS): Vso...................................................................... 74 Vmc..................................................................... 84 Vs1...................................................................... 84 Vr........................................................................ 85 Vx........................................................................ 92 Vxse..................................................................... 95 Vsse..................................................................... 88 Vy...................................................................... 105 Vyse................................................................... 100 Vfe.............................................................. 152/122 Vlo..................................................................... 152 Vle..................................................................... 152 Va......................................................... 156 (MAX) Vno.................................................................... 195 Vne.................................................................... 223 Approach.......................................................... 100 Glide.................................................................. 115 Crosswind............................................... 22 (MAX) Icing Conditions 130 (MINIMUM) Defining Vmc When the manufacturer—Piper Aircraft Corporation—originally applied to the US FAA for certification of the Seneca, it did so under performance conditions established by the FAA for aircraft weighing less than 6,000 lbs.—aircraft typically not used in commuter or airline transport operations. “Light Twins,” including the Seneca, are not required to climb with an engine failed, nor are they required to maintain altitude.11 The Seneca POH advises us that this aircraft is able to maintain certain parameters pertaining to singe-engine performance—a single-engine service ceiling of 3650’ ASL, at maximum gross weight, or 5000’ ASL, with a gross weight of 4030 lbs.—so it would appear that we are, at least, not in the category of “climbless” single-engine performance aircraft.12 Nevertheless, all manufacturers of light twins have to demonstrate and publish an accurate Vmc speed in accordance with the FAA’s definition. Essentially, Vmc is defined as the speed below which the aircraft will go out of control when the following conditions exist:

One year after my M20J engine overhaul on run up I noticed oil drops streaking on the windshield. I checked oil pressure and it was good. I shut down the engine and had the plane towed to my hangar. Found that the prop governor metal spacer was missing and the high pressure leak was all over. Had this been a twin I would have never noticed the leak before takeoff which would have resulted on engine failure on takeoff. José

I used to subscribe to XM but found that the weather on the Garmin Pilot on my Samsung S7 cell phone was more practical for me since I can change the routing due to weather or winds aloft before arriving at the airport. Or make deviations ahead due to weather shown while inflight. José

On multiengine planes maintenance needs to be more through on the engines harness, connectors and indicators. A faulty engine indicator can lead the pilot to take action on the wrong engine. The FDR does not record what the pilot actually see on the instrument panel like a stuck indicator pointer. José

For winter I use https://www.aviationweather.gov/icing/fip on my Samsung 7 cell phone on the ground and while inflight. José

You are very right. However there is a big difference on sensing engine problems in a Mooney vs a C130. A misfiring engine in front of the pilot is easier and quicker to perceive than one 30ft away muffled by three other engines. It is not unusual for engine instruments to have momentary erratic readings on a good engine that can mislead to shutting down a good engine. José

Just look for rain coming out of a Mooney when I am overhead. José

As the MC retracted the landing gear, they identified the engine one RPM and torque malfunction and MP1 called for engine shutdown. However, the MC failed to complete the Takeoff Continued After Engine Failure procedure, the Engine Shutdown procedure, and the After Takeoff checklist as directed by the Flight Manual, and the MA’s flaps remained at 50 percent. Additionally, MP1 banked left into the inoperative engine, continued to climb, and varied left and right rudder inputs. At an altitude of approximately 900 feet mean sea level and 131 knots indicated air speed, MP1 input over nine degrees of left rudder, the MA skidded left, the left wing stalled, and the MA departed controlled flight and impacted the terrain on Georgia State Highway 21. It appears the erratic power behavior of engine one motivated MP1 (captain) to apply left and right rudder to correct for asymmetrical thrust. If the flight engineer would had shutdown engine one it would had been easier for the captain to control the plane. Because of the engine erratic behavior it would have been difficult to asses which engine to shutdown. Or there was no control continuity to the engine. Not mentioned on the maintenance report of continuity of power control system (hydraulics). Bubbles on hydraulic lines can cause erratic behavior. José

Four engines and four crew members couldn't save this C130 on takeoff. https://media.defense.gov/2018/Nov/09/2002061699/-1/-1/0/180502-AMC-MUÑIZ AIR NATIONAL GUARD BASE, PUERTO RICO-WC-C130H-AIB-NARRATIVE REPORT.PDF Very interesting report. José

From the crash looks like the plane didn't get above the ground. Maybe it was caught on a tail wind or lost power during the takeoff run. José

I have found that an application of Rain-X for plastics on my old paint job increases TAS by 5kts and reduces ice adhesion. Try it on the leading edge and top bottom surfaces of the wing. José

Check Alternate air button position Pitot tube paint residue Static ports paint residue Static and pitot tube paint residue. José

I use www.aviationweather.gov for all my trips planning including those outside the US and found it to be pretty accurate. I also use the Garmin Pilot WX which is pretty good. I plan the trip routing based on the winds aloft and weather motion so I will avoid trending weather. Early morning departure is the best time to avoid the nasty builds up in the afternoon. Stormscope is a must here in Florida, specially in the afternoon. José

What the forecast indicates conditions favorable for windshear. Only a control tower with WX radar access will indicate windshear activity and where in the field. José

That is why the FAA does not require Mooneys to be equipped with windshear radar. José