Jerry 5TJ

Nice! Landing at JFK is cool, but the real thrill is taxiing. Back in pre-CoVid January I landed on 31L. The FBO is at Q1. Departures were going out on 22R. It took about 40 minutes to get to 22R. The flight home to Baltimore was quicker than the taxi time.

Yes, there are over 28,000 volunteers with receiver sites contributing to the FlightAware data. FA Site Stats Most sites use an inexpensive software defined radio (SDR) and many do use the Raspberry Pi processors. They receive Mode 3 replies on 1090 MHz and some of us also have UAT receivers tuned to 978. If an aircraft is not transmitting mode 3 on 1090 or UAT 978 replies no FlightAware volunteer site will hear it. So a military aircraft that is (say) only squawking mode 5 won’t be seen on the public network. Yes, those of us operating Part 91 must conform to 91.215 and 91.225.

The FlightAware site only tracks mode 3 replies. Perhaps the aircraft switched to a military-only mode, if not off.

So, what do you find less than ideal? I am instructing in a customer's 182 which has a pair of G5s and a GFC500 newly installed, mated to a 430W. It is an impressive system, well integrated and I can't find much to fault, and a lot to envy.

Must be a fake — if it were a genuine 1960s Mooney item it would have about two dozen screws in it.

As can an E6B.

....We’re old, not dead... ...but as a retired engineer my first thought was to estimate the tension in that spaghetti strap....

No, just the floating, bobbing, ANDS-ing, leaky kerosene compass. A magnetic heading sensor is still required but a solid state device is certificated.

Regularly? Not a single one of them broke in half more than once.

I much prefer a second (and third) AI to avoid partial panel completely.

The TC / T&B instrument can be replaced with a second AI. AC91-75

Thanks, I’ll add that next pass.

Well, all SR22 have those. SR20 fly behind a Continental 360 engine.

Look on FlightAware under “Live Flight Tracking” under that “browse by type” enter “M20P” and the all the non-turbo Mooney aircraft being tracked world wide will be shown. right click on the map and select “inspect element” find the data file in the list import a csv file into excel, sort by ground speed and calculate the average.

I just took a sample of data from FlightAware this morning at 8:30 am EDT. Throughout the world here's what is shown airborne: There are 51 SR22 aloft. They have ground speeds from 52 to 200 knots. The average Cirrus GS is 151.6 knots There are 33 SR20 aloft. They have ground speeds from 61 to 157 knots. The average Cirrus GS is 112.6 knots There are 11 M20P aloft. They have ground speeds of 78 to 145 knots. The average Mooney GS is 108.9 knots. FlightAware does not break down the model of Mooney aircraft below M20P, so this category is for all Models of M20.

Piper PA46 come in piston and turbine versions. Many (including me) assert the ongoing maintenance expense of the turbine is lower than for the piston.

Searching for a 2000 psi leak by running your hands over the bottle or hose definitely is not recommended.

After landing my 1964 E at Mather KMHR once with a steady 30+ knots blowing directly across the (very wide) runway I agree with the “barely maintain some control” bit. Mather’s published runway width is 150’ but the concrete of that former SAC base extends much wider. I’m sure I used at least 200’ of its width landing that day. What’s the saying — “If you can’t be good, be lucky.” I was lucky to pass cleanly between two of the 2’ tall runway edge lights on my journey across the tarmac. The lights are along the white edge markings: I should have landed 90 degrees across the runway. Or gone elsewhere.

I liked my Electric NoseDragger too. It was great for the Ovation. I swapped the 8 tooth chain drive gear on the motor shaft for an 11 tooth version. That brought the speed up to a slow walk.

I’ve been instructing a student in his 182 which has newly-installed dual G5 and GFC500 linked to a 430W. Impressive capability.

The gear pushrods get damaged in a gear collapse & that can be more damaging than a gear up. My E had an on-runway gear retraction when the prior owner unlatched the J bar (!) by mistake. They had to remove all three gear assemblies and replace a lot of bent parts. Sorry to hear about your BFR “ride” in the new plane, cej. I suspect the incident had nothing to do with the gear motor, but began with a turn to the left and the left main gear’s overcenter latch folded. Once the preload is removed from the gear pushrods the nose gear will collapse from the weight on it.

Flew in a C***s to Atlantic City NJ where by prior arrangement a controller was available to provide the ASR approach into runway 31. It had been years since I last flew one of those. Pretty simple to fly. Anyone know of a PAR approach available to GA in the mid-Atlantic region?

There’s a free iPhone app that can provide cabin altitude alerts as well. It’s called “Pressurization.” The screen shot shows it set up for the 5.5 psi differential of the P46T. It sounds a loud annoying tone and blinking light if the cabin pressure drops below a present limit.

Impressive. Must be one of the Ovation JATO conversions.

Attached is a schematic of a SIMILAR installation using the B&C 20 amp alternator: In 2016 I had a similar problem to what you describe. The standby alternator was turning but there was no output. I found that the field wire at "F" was broken. I also found a diode from "F" to ground, reverse polarity protection apparently, not shown on the schematic. It looked like this: After repairing the wire(s) to "F" the alternator was OK again. B&C suggested upgrade to the newer style drive spline, which I did, too.