PTK

You have to be gallant and chivalrous to the pretty lady on the phone! And not make fun of uhm...fat and uhm...well...ugly... women! They do stick together and word travels faster than a speeding Mooney! Just ask Chris why he never got anything! Not even a pen!

Same here. I have a collection of hats and flashlights from AOPA. I thought MS could do better than pics of those fat women. Like a G5 or something small like that!?

This is an excellent discussion. Interestingly enough there are also cases when MDA are lower than DA. Here's an article on how they're calculated: http://www.boldmethod.com/learn-to-fly/navigation/when-your-lnav-minimums-are-lower-than-vnav-which-should-you-choose/ Another concept that's related to which minima is that of the MAP. Where is the MAP and more importantly when has the airplane reached it. On the profile view there's only one MAP shown and it corresponds to the first minima listed. But there may be more than one. For LNAV and circling the MAP is the last wpt which is typically the runway. This is clear on the rwy 10 above because that's all the minima listed. It may not be so clear on the rwy 28. For the LPV to rwy 28 the MAP is depicted as the point where the glide slope intercepts the DA of 1398 msl and missed approach course is shown with the dotted line. The missed approach course for LNAV is not depicted. This is significant especially for LNAV because if have to go missed early no turns are allowed until JAVNE. On some np approaches the FAA gives us the luxury of a VDP (visual descent point). (Yes...the FAA is simplifying it for us!) With a VDP depicted the decision becomes simpler because no turns are allowed after the VDP and also not allowed to drop below the mda before reaching the VDP. And a normal landing becomes increasingly more difficult from MDA the more we go beyond the VDP. So there's no reason to continue to fly along at MDA searching for the runway and waiting for MAP. If runway environment is not visible at the VDP initiate missed. http://155.178.201.160/d-tpp/1701/00669RY31.PDF

Mike, you are legend in your own mind. You have picked apart three pilots so far and counting. I'm waiting to see what you have to say about the ones on your return trip. The gentleman was nice and courteous enough to allow you to sit upfront with him which he didn't have to do. Did you say thank you? Could it be your ego is out of control here?

It's ok Alan, Napoleon had a very short penis too! And it's somewhere in NJ! http://www.channel4.com/info/press/news/napoleons-penis-lives-up-to-its-reputation

That's an attribute unique to Alan's species. It's an evolutionary aberration isolated to a certain geographic area. It's the kind of stuff that drove Darwin nuts!

Kelty, without fuel pressure to the cylinders, the engine won’t start. Assuming it was vapor lock which is feasable with a hot engine and no fuel pressure, the only real solution is to wait for the fuel lines to cool down sufficiently for the gaseous fuel to condense back to liquid. In the air with a stopped engine you don't have the luxury of waiting. You did switch tanks. Get the pump on to get some nice cool avgas through the lines! You and your fiancée are very lucky. Thank you for sharing and thank you for your service.

Of course!

I'm curious as to what his plan was if he reached his destination but the runway suddenly closed for some reason and he couldn't land...never mind...I don't want to know!

He did not follow the proper emergency procedure. In fact he did the wrong thing in opening throttle. The irony is, had he followed proper procedure, the engine would've most likely restarted.

I'm not referring to his normal procedure of switching tanks at 10 miles from landing. I'm referring to the emergency procedure sequence as per POH which should also be on his checklist. He probably didn't have time to read the checklist which is why these few items need to be committed to memory and automatic. Certainly doesn't call for WOT throttle anywhere.

I hope we can all walk and chew gum at the same time.

He did not switch tanks. His original post has been edited. Regardless actions to be taken are: Low fuel condition- switch to fullest tank Low fuel pressure- fuel pump on In that order. Period. Certainly no WOT.

He did not switch tanks nor did he switch on fuel pump. He went WOT instead which made things worse by sucking out any remaining last drops of fuel!

In my J the low fuel comes on also at ~ 3 gal and I have the JPI set to alarm at 20 gal total fuel remaining. This is accurate to within 0.2 gallons as verified by fuel totalizer. Not sure how precise this is to what the gauges or low fuel annunciator says.

Did you think to immediately switch tanks and switch on fuel pump as soon as engine coughed? I wonder why your first action was to open throttle. Mixture I can see but why throttle? You probably made it worse by sucking out every last drop of fuel including vapors! Low fuel- switch to fullest tank Low fuel pressure- fuel pump on If no improvement, pump off and Mixture Full rich followed by mags.

Now that we all are very happy you and your fiancee walked away safe and over the touchy-feely "...you did great..." phase, can we know what happened so we can all learn something? You plan to go to dinner and you know some fuel would sure be nice but your airport has no fuel. You take off anyway, because you had to fly to get dinner, and...you run out of fuel. In the process you destroyed a perfectly good airplane, almost killed yourself and your fiancee, contributed to negative publicity regarding GA and also contributed to our insurance rates increasing. You did well! How did this happen? What could you have done differently? Did you get dinner?

Certainly glad you walked away from this one! You may lack simple arithmetic skills but you most certainly make up for it and did very well in finding the right woman! Congratulations and all the best in your future!

I'm very skeptical about all in one glass boxes. Our brain is not perfect and its limited in how it perceives reality. In order for our brain to understand it needs to recognize. And recognition as it pertains to our instruments comes from how closely our mental model of what's happening is to reality. The so called steam gauges work predictably even through their rare failures. We understand how they fail and this provides us with information as to why. This is not the case with all in one glass boxes. Without understanding how it fails we are left to guesses and surprises. For example with an iced over pitot tube the airspeed indicator will indicate constant airspeed until altitude changes. We understand this because its predictable and it follows basic physics. How does a glass box and its ADC and other little software driven boxes handle a blocked pitot tube? What information does it feedback to the human brain? A big red X? We must not confuse the primary instruments with the center stack. It's one thing to have a high tech gps nav com to provide moving map and fancy approaches. That's all useful and good and supportive to the human brain in the left seat. But it's a totally different thing to rob the imperfect human brain of the crucial feedback of information in the instruments it understands and depends on. The irony of it is that it has been sold in the name of reduced pilot workload when in reality it can be quite the opposite. Pilot work overload! (See Air France 447.) I have my reservations about all in one glass boxes.

I agree Hank. Here's an attempt to combine both... I'm waiting for G's vesrsion!

August, thank you. Please pm to me a photo when you get to it. Do you also have set screws that go with them? Thank you. Peter

Wishing a very happy, healthy safe and prosperous New Year 2017 to all! I'm looking for a small part and was hoping for some help finding it! It is the sun visor mounting piece. It's an aluminium semi dome looking part. It has a threaded male component that screws into the corresponding female in the tube structure in upper left and right corners. It also has two holes in the semi dome area. One larger hole on the side where the rod mounting end of the visor inserts. The other smaller hole is on the pole of the semi dome, directly opposite the threaded male component, and it is also threaded to receive the set screw to hold the visor rod in place and prevent it from sliding out. The rod end has a hole into which the end of the set screw enters and prevents rod from sliding out. Does anyone have a part number or any idea where I can get one? Better yet does anyone have one or two they'd like to sell? Or is there a replacement similar part available somewhere? Thank you all in advance.

Prayers for these poor souls. May they rest in peace. Prayers also for their loved ones they leave behind. May they find strength to go on and always remember them...

Better yet it should be a no brainer for Rocket Eng. to STC any J that would be a Missile candidate up to 2900#. They can probably do it very easily. And I'd bet there is a market for it. I for one would be interested. Can we get a group going and present the idea to them? The main reason they stopped selling the Missile conversion is because Mooney adopted the general concept, i.e. Ovation.

So what I can extract from this is that there are two things at play. ROC and structuraly capable to the 3200#. I can accept this and conclude two things: ...the tube change clearly was not needed, and ...any J that would be a Missile candidate should in theory at least be capable of the more conservative 2900# GW.