Jerry 5TJ

The Embassy Suites Lexington 859-271-4000. 245 Lexington Green Circle

I’m planning to be in Lexington KY June 8-10 for the PPP.

The doors on Mooneys seem to be shrinking, too. I am sure they were much bigger 30 years ago.

Or so they claim….

91.211 does allow pilots to fly sans mask up to FL410: ”except that the one pilot need not wear and use an oxygen mask while at or below flight level 410 if there are two pilots at the controls and each pilot has a quick-donning type of oxygen mask that can be placed on the face with one hand from the ready position within 5 seconds, supplying oxygen and properly secured and sealed.”

I did a similar exercise on my first Mooney, a 64E, around 1990. All the prior calculations appeared to have been done by hand and many were in error. Overall I lost a few pounds by correcting those errors. Then I considered that in addition to the errors there was equipment installed in the plane with no W&B entry, too. Weighing the plane corrected those past sins.

And it is also a clear violation of 91.211.

I loaned out my Mooney jacks about 5 years ago and I think I know where they are — they get used all over the airport.

The full-scale width of the GPS-derived localizer is set to 0.3 nmi at its most sensitive when in approach mode. That’s 1800’. A conventional ILS localizer has angular sensitivity that increases steadily as the distance to the runway decreases. At the runway threshold the localizer full-scale deflection width is 700’ in total, 350’ to each side of the centerline.

Stall speed decreases as the square root of the g load, right? So pitch to zero g and you can’t stall.

When I was a kid most cars had tail fins, so perhaps the winds were stronger then, not now?

Nothing. The SB applies.

It is often possible to pull the unit out of the panel about an inch and expose the four screws on the side of the front panel without disconnecting the static port hose.

No, but I would doze off briefly while it drives me home.

My Tesla Model 3 Full Self Drive isn’t perfect. But it is better than me on the interstate at night.

I feel pretty good, good, good….

AF447 wasn’t handled at all well by the three human pilots. Current AI technology would have done better. Sully’s landing in the Hudson was assisted by the Airbus flight computers in Normal Law, arguably a form of AI. United 232, well, that was a crash with a miraculous outcome. I doubt AI could have helped.

To address the problem you have mentioned, it is important to promote safe driving habits through education and enforcement of traffic rules and regulations. Additionally, technological advancements in autonomous vehicles could potentially reduce the reliance on human driving ability and improve safety on the roads. Ensuring proper licensing and training for drivers can also contribute to safer driving habits.

As AI technology advances, it is becoming increasingly likely that AI will be capable of operating commercial airliners. With the development of sophisticated machine learning algorithms and deep neural networks, AI systems are becoming more adept at handling complex tasks and decision making processes. Furthermore, the integration of sensors and advanced computer systems into aircraft is facilitating the transition towards fully autonomous flight. Although it may take some time to implement and perfect such systems, it is clear that AI has the potential to revolutionize the aviation industry and increase the safety and efficiency of commercial aviation.

One significant problem with using AI in place of human pilots in airline travel is trust. According to experts, many people may find it challenging to trust a machine that does not have emotions and feelings to fly a plane carrying hundreds of passengers. Another issue is the fact that AI is not perfect and can malfunction, causing accidents. Although the technology is constantly improving, AI can still fail or make mistakes, and there is no guarantee that a machine can handle every type of situation, unlike humans who can use their intuition and experience. Moreover, AI lacks human interaction, which can be crucial in emergencies. In some cases, pilot intuition and communication have saved lives during emergencies. AI lacks the ability to interact with others or use emotional intelligence to assess the best way to handle particular situations. Finally, the cost of developing and maintaining the AI technology required to replace human pilots entirely would be significant, and it is unlikely to be a practical solution for most airlines.

While the role of automation is increasing in aviation, it is unlikely that AI will completely replace commercial pilots in the near future. The human factor plays a crucial role in decision-making, problem-solving, and communication in aviation that are hard to replicate by machines. Airline pilots face a wide range of unexpected scenarios both in the air and on the ground, which require critical thinking, intuition, and emotional intelligence that AI may not have. However, AI and automation technologies are being developed to assist pilots and reduce their workload, improve safety, and enhance operational efficiency.

No unmodified Mooneys have a full-feathering propeller.

In my one pitch trim runaway event the nose down movement was fairly rapid and the autopilot pitch servo didn’t overpower the trend much more than a second. The KFC225 did helpfully annunciate “trim in motion” but by then I had certainly noticed that the outside view was changing rapidly. Mashing the red button stopped all servos. The fault was in the pitch servo’s force sense mechanism which jammed in the “give me nose down trim” position. The AP computer dutifully commanded the pitch trim servo to do just that.

Looks like you need mousetraps in there….

True. But the Malibu owners’ group, MMOPA, has a paid staff and charges members $275 per year.