carusoam

Ship arriving too late to save a drowning witch? / ————^ ? https://www.garmin.com/us/products/intheair/seminars -a-

FCH, Glad you were able to find the service letter, and not be affected by it... On the topic of known causes for yaw, and cases for having a YD, and the economic reason they might not become very popular... 1) The reason for using rudder during rotation on T/O. During rotation... this is a laws of physics / dynamics kind of thing... more rotating mass, faster rpm, the faster the nose gets raised... the stronger the nose is going to yaw... so the expected extra bit of rudder gets applied at the same time... 2) The reason for using rudder during the climb... This is the aviation 101 we all train for... the AOA combined with relative wind and rotating prop, causes a bit of yaw... the LBs got the rudder trim and a setting to begin the balancing act... keeps your right leg from getting tired... The rudder trim setting will be very dependent on weight, speed, power setting, and climb angle... 3) in cruise... rudder trim levels the wings with the change in fuel level... 4) There is always a subtle use for trim in the descent as well... opposite of the climb, but much milder, because power used is less, and the angle of descent is not very strong... Using the rudder trim to keep the ball centered for climb, cruise, and descent... is icing on the LB cake. Now for how a YD gets used... Above, is listed the usual known sources of Yaw... we encounter on every flight... they are pretty well known. But, they disappear into the noise every time the weather gets bumpy... Weather seems to be a significant cause of yaw... and airplane design is a significant source of minimizing the response to the initial yaw... Large tails mounted further from the Cg, have a stronger tendency to dampen the tail wagging response... V-tails are known for their natural tail wagging response.... because of the missing vertical component... Using a Yaw Damper isn’t going to cut out the bumps, but with a fast computer, with a strong sensor, and a quick acting servo... the side effect of tail wagging will be greatly reduced... The YD May be helpful for some people that are sensitive to sea sickness. Unfortunately, my passengers are sensitive to the bumps themselves. Eliminating the tail wagging would allow the flight to be extended another 15 minutes... I typically fly high enough to be In smooth air above the bumps... PP thoughts only, not a CFI... Best regards, -a-

Ovation got longer... It is called the Long Body... I suppose if it got wider... it would be referred to as the Wide Body... Since aerodynamic drag is very much driven by air density and Cross Sectional Area... a wide body would suffer an aerodynamic penalty. The O is the fastest factory built, NA, four seater, on the planet... I don’t see any aerodynamic penalty here. When you slide into the pilot’s seat... it feels gigantic, comfortable, and modern... To minimize the drag penalty of the CSA, get the twin snail option for the exhaust system. that will boost your cruise altitude to the FLs... and maintain the cruise power setting as well... every day is a 200+ KOtG day... (Knots over the ground) Did that help any? Best regards, -a-

FCH... Something to consider... Unfortunately, I can’t put my finger on it... There is an SB(?) For when the rudder trim has been pulled too hard... causing it to slip? Something can get out of alignment for some reason... some how... Long Body rudder trim adjustment... your description of not having enough trim to match the requirement sounds like something may have slipped out of adjustment... My O1 uses the same trim setting as marked... The SB that I am trying to describe, may be a couple of years old.... Let us know if you’re not familiar with this one... we can find it, or ask the Doc... Best regards, -a-

First post in seven years... Welcome out in the open, KawaBob! Best regards, -a-

Mooney Dream Machine, for sale! What is going to take its place,TBM? -a-

What did the kids think about it? Best regards, -a-

Part of our business it keeping the less knowing pilots from doing something accidentally bad. The challenge with written posts, is there is plenty left for interpretation. Were not all perfect writers... and we read things differently all the time. 94Y gave an update of his status... he has been coming here for advice from day one... his day one. As long as everyone is open to communication everything works like a well oiled machine... As far as it being our business or not... if you see something that could be weird... Feel free to speak up..! What we don’t want to do is err on the conservative side, and assume somebody knows what they are doing... The challenges... It can be tough to not be overly accusatory... It can be tough to absorb the advice... 94Y has been adsorbing lots of advice over time... It is all positive intent... even when it doesn’t sound positive to everyone... Nothing feels worse than being silent... then having something happen. Thinking, ‘I could/should have said something...’ Welcome to the new millennium... it is absolutely normal when...’you see something, say something...’ Coming From two well respected CFIs... that advice is on the money! There are probably a whole bunch of PMs flowing in as well... When you say something that can be interpreted in different ways... your friends want to keep you going the right way... Why do friends do this for each other....? I don’t know... they just do. PP thoughts only, not a CFI or therapist... Best regards, -a-

1) Essentially we are trying to adjust FF/air flow ratio.... 2) peak EGT will occur at the same FF/AF ratio. 3) In an NA engine, our air flow stays constant with a constant MP, which stays constant with altitude... so we adjust the mixture knob as if we are solely adjusting FF... 4) In a TC’d Engine, our AF changes itself as we adjust the mixture... as indicated by the MP... 5) With the NA engine... whenever we change altitudes... a mixture adjustment is going to be in the works... 6) To lean the same way with a TC’d engine, the MP would need to be held constant... (adjusted back to the selected MP). Watch the EGT rise with the FF decreasing... while adjusting the MP to stay constant... 7) it is going to be confusing if you start decreasing the mixture and the MP drops... when you see the TIT drop and MP drop and %hp drop... 8) The whole idea is to maintain a high level of MP, so excess air is used to cool the TIT, not excess fuel like like ROP... 9) So... if leaning your engine and the MP dropped, and peak was not well determined....I think I can see how something got lost in the leaning procedure... PP thoughts only, not a mechanic... Best regards, -a-

There is a thread around here somewhere... Good luck finding it though... Many people have gone with electronic checklists... and the GTN has the ability... I was unable to find the pireps.... -a-

Lots of reviews for odyssey... Few Mooney related... https://mooneyspace.com/search/?&q=Odyssey battery&search_and_or=and&sortby=relevancy Looks like a change of battery box is needed... Making a switch an economic challenge... Best regards, -a-

Nothing like memorizing the various trip-up questions... classic testing for 1970s style learning... Fortunately the written test doesn’t require a 100% to get past... errr... passed... The real flying knowledge and skill come from actually performing in the aircraft... Make it happen! Good luck, -a-

See if @Alan Fox is working on Sunday... -a-

Also check the dates used in this thread... Some things may have changed since.... Hard to say who is the mfg being referred to in the necro post... Speak directly with José Monroy for best results related to Monroy aviation... Best regards, -a-

Looks like my 65C had the same aluminum for using sheet metal screws to hold the side paneling on... I don’t remember any plastic protected adel clamps there though... Best regards, -a-

Battery power is a bit of a challenge... iphone uses about 50% battery life over a 4.3 mile jog... about 35 minutes... (iPhone 8) the gps chip set is a power hog... Temp below 40°F, the phone needs to be kept warm or it will shut down... I would have thought all the power being used would have kept the phone warm enough... Integration with a Fitbit or Iwatch to get HR is very useable... Some instrumented shoes, like Nike+ are supposed to add stride length to the recording... Would love to have %O2 to go with that... I thought Strava was the name of Erik’s dog..? follow-up question... Since O2 sensors mistake CO rising for O2... making them not very useful at noticing CO poisoning.... Does the body start to increase breathing rate and/or HR as a response? An increase in resting HR while flying could help in identifying or corroborate a CO monitor’s alarm... What other sensors can we use or get? Best regards, -a-

Funky Modena (MXE) just got colder... Thanks go to Marauder for pointing out some of the actual shortcomings of ground based navigation, and the importance of checking notams before relying on nav aids... Best regards, -a-

Troll feed... 1) Garmin is falling behind in the technical race... 2) Their new product... A GPS equipped transponder with ADSB attributes... big whoop... Any MSer could have dreamt that up. Hey wait... didn’t L3 do that already. 3) Avidyne has been crushing it when it comes to modern GPS attributes. Would you like a touch screen with that or a WiFi keyboard? 4) Big G is pulling back on the reigns... no out reach to customers on social media... to find G, one has to go find Trek at that Brand B site... 5) Commando marketing is the latest style Big G is using... feed a troll with ‘inside information’ 6) The troll gets info, feels he has been awarded status... gains followers... generates ‘influencer’ status.... 7) Taken too far... can become an annoyance for residents of a usually non-commercial site... 8) Go Big G... what’s next? Got to have something better than a copy of a JPI engine monitor... or that imperfect copy of a PMA audio panel... 9) How about some affordability attributes? Cut the costs, not the attributes... 10) Those Aspen Max screens are a giant leap forwards for an already powerful, highly integrate-able, nav display... 11) Work on that integration thing... the consumer only wins when he has choices... 12) Getting locked into one supplier doesn’t agree with many people’s mode of updating their plane... 13) Big G has not been a leader when it comes to error free plans. From waas updates for the premium G1000 system that took years longer than promised to solve... to WiFi connectivity, that may or may not be solved yet... 14) Avionics are an imperfect world of constant fluidity... 15) I want to be looking forward to getting an avionics upgrade, not dreading making those decisions... 16) Imagine if BK started using the other leaders in the industry's products... instead of getting their aging models... Imagine BK becoming the leader in integrated avionics.... 17) Now... Let the troll feed some ideas back to the mothership... PP thoughts only, my panel hasn’t been upgraded in nearly 20years... 2020 is getting closer... Best regards, -a-

Empty spot for an old antenna, just became a new location for a new GPS antenna? All the old BK nav boxes are nice... most modern aviators are looking to add a WAAS GPS... Old GPS receivers can be found and installed. Their installation costs as much as a new GPS. So the finances get a bit more complicated... The pair of KX155s will work well at identifying intersections the old way... There must be some interesting history for that plane... it has waves of investment. Looks like the waves stopped coming in around the 90s. One wave miraculously included new belly panels and a prop? The logs will have the extent of the work... the PPI will verify the completion... PP thoughts only, not a CFII or mechanic... Best regards, -a-

Seeing if Lance is around this morning... @LANCECASPER... ^^^^ -a-

Welcome aboard, Mike P. Stand by to see who is hanging out in the Mite area this weekend... Best regards, -a-

Dead Narco and dead BK equipment is getting more dead by the day... Used equipment is a great idea... try to stay with the digital age... skip the tube radios... and mechanical tuners... Do you want to see a list and pics of an MSer’s stash of used nav coms and accessories? See what @Alan Fox has on the shelf for this... or see... Best regards, -a-

If you find a drawing that shows the resistor pellet in the champion design... It may be possible to exchange the resistor pellet... In the mean time... Order up the new plugs from the other guys... Disassemble the old plugs to see if exchanging the resistor is even possible... Report back what you find out... PP thoughts only. Best regards, -a-

Watch how people use a tow bar... The un-trusting tow bar users... keep one hand on the prop, the other on the bar... Their fancy leg work is set so when the bar does free itself, the other leg is positioned properly... To fix the ancient tow bar... takes an industrial vice to hold the bar (protected properly) while bending a few degrees... Always remember... that prop is live... (no, it’s not supposed to be. But at least once a year, somebody reports a broken Plead..., or doesn’t admit to leaving the keys in the ignition...) PP thoughts only... Best regards, -a-

Mb, Yes... we have one MSer that used to fly his M20C regularly to unimproved strips... Dad’s ranch with cows in the same field... Bryan has posted a few M20C videos going in and out of tight spaces. YouTube.... Unfortunately, Bryan had to sell his plane... So he could buy some other plane more suited to that type of environment! If you see a video of tall rocks and long props with a red M20C landing with the rest of them.... That’s Bryan... The M20C, with an AOAi, makes a great short field Mooney... the C is as light as Mooneys get. Landing in tight spaces requires really good speed control... PP thoughts only, not a CFI... Best regards, -a-