FlyDave

Outbound my wife and I will go: Friday o69 to somewhere near Denver (cheap fuel?) Saturday Denver to KBIV to visit family for lunch After lunch on Saturday, KBIV to KPOU for a week with my father Jerry and I still have to plan where we're stopping on the way back. If anyone here on Mooneyspace want's to plan lunch or a quick stop to see some sites, get fuel with us then please let me know and we'll organize it.

Well, looking at more of the forecasts they aren't all in "plain English" but I haven't seen a forecast written like this anywhere else. So I stand by 94.317% of my previous post.

I'm flying from CA to NY on the 19th/20th of this month with my wife and back on the 27th/28th with jerry-N5911Q. So I'm looking at multiple weather sources and really like aviationweather.gov. ADDS continues to impress me every time I go exploring on the site but the following page is excellent! http://aviationweather.gov/fcstdisc You can get to this page by cursoring over "FORECASTS" at the top of the page and select "Avn. Forecast Desc." Click on the area you want a forecast for and a forecast written in plain English is displayed below that map. Simply wonderful! I'll keep exploring but please post any "gems" you've found on this or any other weather site. Dave

I just saw this on AvWeb: http://www.avweb.com/avwebflash/news/GAMA-Pushing-FAA-on-Part-23-Rewrite222728-1.html It looks like NBAA is trying to hold the FAA to task on this. Personally, I found it offensive that the FAA refused to let the 2020 compliance date for ADS-B slip causing almost all of us to spend considerable amounts of money yet didn't think twice about letting their own deadline slip for a couple of years thereby delaying regulation changes that could help all of us comply by 2020 faster and cheaper (not to mention make our aircraft safer). Note - this January, 2015 deadline is not the date to implement the changes - it's only to come up with guidelines for the new ruling parameters. We're still a ways out on the regulation changes.

What's LOP? Just kidding (but I do fly a non LOP'able airplane). Thanks for the clarification Aaron!

Good question - I'm not sure. Don?

Bravoman, The key numbers are derived from the MAP + RPM/100. 31" MAP + 2,200 RPM/100 (31+22) = a key number of 53. A key number of 53 indicates 75% HP 26" MAP + 2,400 RPM/100 (26+24) = a key number of 50. A key number of 50 indicates 65% HP 23" MAP + 2,400 RPM/100 (23+24) = a key number of 47. A key number of 47 indicates 55% HP Whatever combination you use to get to 53, 50 or 47 is supposed to equate to the power settings listed above. But I got to thinking about % HP and the key numbers. Isn't FF a factor in % power as well? Couldn't a key number of 53 (presumably 75% power) be 80% or 70% simply by enriching or leaning the mixture at the same MAP and RPM setting? Anyone, anyone? Dave

In a modern plane like the TBM900, is there no audible annunciator in case of low cabin pressure?

This is exactly what I was thinking as I read this string. If I thought I had a pressurization problem at 25,000', I'd put the mask on first, take a minute or so to assess the situation and act - quickly! I wouldn't have a problem declaring an emergency if I thought one existed. And if I declared an emergency I'd TELL the controller what I was doing and answer questions on the ground later. I have flown my Bravo at FL210 and if I determined I had an o2 problem at that altitude I would declare an emergency and start down immediately before receiving a clearance to do so. I'm going to start carrying a portable o2 bottle that is easily accessible for just such an emergency.

Hahahahahahaha

Frank, Yes, I would think the CHT's would be higher as well. So I wonder if you're actually running LOP. The only other person on this board that can run LOP is Awful_Charlie. So it's not out of the question. Charlie - can you chime in with your power setting, FF and temps? Dave

Don Kaye's "Key Number's" (RPM/100 + MP) are as follows: Key number of 53 = 75% HP, 2400/29" or 2200/31" Key number of 50 = 65% HP, 2400/26" or 2200/28" Don runs his Bravo at 2400/29" burning 18.5 gph to keep TIT under 1600 dF. I find in the summer, running that hard runs the CHT's above 400 dF unless you run around 19.5 GPH or trail the cowl flaps (4 second cowl flap deployment). I don't see any degradation in speed with the cowl flaps open that much. In winter I don't have any problem keeping the CHT's down. The numbers you guys are posting for FF are way, way low from what I run. I agree with carqwik on your TIT probe. If you don't see TIT above 1700 with those power settings and FF I'd check to see when it was replaced and verify it's registering the correct temps. If you're going to fly the plane before you get that done, I'd fly much richer than you have been until you get the TIT probe checked. One TIT probe is a lot cheaper than an exhaust system and/or a turbocharger.

Bravoman, What is your TIT at 30/24 and 16 gph? Unless you're the 2nd Bravo driver I've heard about that can run LOP (let's not start that conversation) your TIT has to be +1750 at that power setting/FF. I usually cruise at 26/24 and 16.5 gph with TIT under 1,600 dF yielding 190 KTAS @17,500'. If I go 29/24 it goes to 18.5 gph and 200 KTAS at 17,500' again with TIT under 1600 dF. From what I've heard, if you run TIT much above 1,600 dF for extended periods you will probably burn up your exhaust system and be replacing turbochargers much more frequently. Dave

Eric, I got the medical OxyArm cannulas and have only used them a couple of times. I really like them from a comfort and usability standpoint but I found that my o2 usage was much higher (~40% higher) using OxyArm over the OxySaver (mustache type) cannula. Have you found this as well? Dave

Jimmy, Congratulations on moving into a Bravo. I traded my J for a Bravo last December and have enjoyed every minute of flying it - except at the ga$ pump :<(. It's got lots of power and the long body adds new dimensions to owning a Mooney (literally). I see you live in Oregon and it looks like your bird has TKS - good choice for that area! Tell us more about yourself. What your flying background is, why you chose a Bravo, your typical mission, what you're transitioning from, who you're doing your transition training with, etc. Again, Congratulations! Dave

Gives new meaning to "Johnson Bar"...eh?

I just read this on AvWeb: http://www.avweb.com/avwebflash/news/High-Profile-Changes-At-AOPA-EAA222646-1.html If you're still on MooneySpace - CONGRATULATIONS GEORGE!

I had NuLites in my Cherokee - they're excellent!!

This page has a useful time at different altitudes for different size o2 bottles: http://wingsandwheels.com/page35.htm I don't think you can "over oxyginate" yourself (your respiratory system will only absorb as much as it needs). You'll just run out of oxygen sooner than expected. +1 on the welding shops for filling a portable tank. I used to get mine filled for $15 and they did it while I waited.

Wow Jerry. I was 4 1/2 years old when that hose was made. And you didn't even replace it because it was failing...pretty darn good products them Mooney people used, eh?

The rocker switches in the panel are not just rocker switches but also circuit breakers. It sounds like you either have a short in the electric trim circuit or the switch/circuit breaker are going bad. If needed, these switches are hard to find and very expensive when you do find them. Maybe the factory has them or a PMA'ed part now that they're back in production.

My wife says "All you ever think about is aviation". I don't know what the problem is.....

Paul, Thanks - you have provided an excellent explanation of a process that has been poorly implemented by the FAA/NOAA. Not sure I'll be subscribing to Jepp plates but I will be getting my 530 updated. Thanks again for an excellent explanation! Dave

Paul, Thanks for the explanations. Yes, I do understand the concepts of the different types of GPS approaches and I know that a glideslope is only intended to get you to DA and no lower. I'm afraid the SW on my 530W is old so I'll look into getting that updated. My last question was in regard to getting an advisory glideslope on an approach that is listed as a GPS approach (GPS RWY 13 at KDVO) but is not listed as utilizing WAAS and is not an LP, LNAV, LNAV+V, etc. approach. A SW update on my 530W may get me an advisory glideslope on the RNAV (GPS) RWY 12 at KSTS but I'm still a little confused as to why we get the advisory glideslope on the GPS RWY 13 at DVO approach. There doesn't seem to be consistency in the generation of these advisory glideslopes by the 530W. What am I missing here? Dave

So, I think I've found some of the info for an answer in this article: http://flywhatsnext.com/resources/dyn/files/395131z5b17547b/_fn/gpsverticalguidance.pdf Specifically - and as Jerry stated: --------------------------------------- Some WAAS-enabled GPS UNITS provide advisory vertical guidance in association with GPS approaches. The LNAV+V notation is simply the equipment manufacturer’s term for a GPS approach that includes an artificially created advisory glide path from the final approach fix to the touchdown point on the runway. The advisory glide path can provide a stabilized approach and eliminate the need for “dive and drive” descent to the MDA, but you need to understand clearly that an approach with the LNAV+V notation is not the same as LNAV/ VNAV or LPV (see below). --------------------------------------- So I think part of the issue is that the glideslope provided on the GPS RWY 13 approach at KDVO may take you right to the touchdown point on the runway - Jerry, can you confirm this? But still, the GPS RWY 13 approach at KDVO is not an LNAV+V, LNAV/VNAV or LPV approach as listed in the approach description at the top or in the minima at the bottom of the plate. So again, anyone have any ideas as to why we'd get an advisory glideslope on an approach that is listed as a GPS RWY XX approach (final approach course must be withing 30 degrees of the runway heading) but no reference to Lateral or Vertical guidance (LP, LNAV, LNAV+V)?