M016576

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M016576 last won the day on October 22

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About M016576

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  • Gender
    Male
  • Location
    Deer Valley, AZ
  • Model
    M20J 301 "Missile"

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  1. M016576

    ILS vs LPV

    That backcourse at MFR sucks. During the day, VMC it sucks. Night or imc- geez... those mountains always seemed a lot closer in my mind than they are, when on that thing....
  2. M016576

    ILS vs LPV

    I think what the other poster meant was that with an ILS- you aren’t supposed to fly it below the DH, legally, whereas with a LPV you can, assuming you have the runway environment in sight. personally- I don’t know if this is accurate/true- but that’s what I believe the other poster was saying. i do know that the ILS signal does not “disappear” right at DH- it continues all the way to the antennas.
  3. M016576

    Mooney Aerodynamic Curves (Nerd Alert)

    As an engineer, perhaps you’d like to try your hand at a little “test piloting” to find the curves for your airframe yourself. Take your Mooney up at a known gross weight, find the stall point at level flight. Note the nose high attitude (ie- separation of the whiskey line to the actual horizon). Then work your way back up the curve from there, documenting your attitude in relation to the horizon to find the critical angle of attack. The POH has some documentation that can help you determine where Cl vs Cd max is from an airspeed/power perspective- establish yourself there, stabilized, and note the attitude again. To verify that you are actually at the top of Cl/Cd max curve, note that additional attitude won’t allow for a climb on the backside (only power will, which you may or may not have)... but attitude will allow for a climb on the front side of the power curve. Could be a fun afternoon!
  4. M016576

    ILS vs LPV

    Not sure- but they are only spec’d to the feather- so probably about 2-3x less than a low vor? Just guessing
  5. M016576

    ILS vs LPV

    Laser JDAM (gbu-54) is for Moving targets. It’s a replacement for the aging LMAV (AGm-65), which we were using to great success against technicals across Iraq,Afghanistan,Syria , etc. I did Op Test on this weapon in 2008 when I living in the desert. I was skeptical at first.... until we hit a towed buggy going 60 down a dirt road.... if it’s a fixed target, though- the preferred solution is a regular JDAM- more flexible fuzing options (airbursts, etc). The GBU-54 seeker takes the place of where you’d install a DSU-33 nose prox. fuse- all you get is a single tail fuse in the LJDAM- and no nose plug (so penetrating reinforced structures isn’t really on the table.)
  6. M016576

    ILS vs LPV

    Ok, I’ll bite for the sake of argument. But I’m not a millennial— just want to get that out there. 1: the JDAM reached IOC back in ‘97. In my experience dropping laser guided bombs (beam riders) vs gps guided bombs (JDAMs)- the GPS guided bombs are more accurate. subjective- yes- but a data point. 2: if a truck drives through the ILS critical area (or a plane taxis in front of the antennas), your ILS signal will either drop entirely, or bounce... which (and I have seen this before) will cause your needles to display inaccurate glideslope or localizer. Also, if you are high or right/left enough of the station, or if there is enough terrain nearby- it is possible to get a bad signal too, which appears to be accurate. You have no way of knowing this via the instrument alone. with a WAAS receiver- the unit is continually performing error checking and RAIM calculations. If the receiver detects an error- it notifies the pilot and downgrades the approach for you- basically- the units are required to detect if they can’t meet precision accuracy, and then automatically revert to a non-precision profile while telling the pilot. That’s a pretty nice safety feature IMO. 3: I paid a TON of money for this fancy panel mount WAAS gps. I have to continue to pay a TON of money for nav data... the ONLY thing this panel mounted waas gps gives me over a hand held(+infinitely cheaper basic panel gps) is the ability to shoot these waas approaches... I can get gps airways navigation from a bunch of cheaper sources...... so... I’m using the LPV approaches that I paid for!
  7. M016576

    ILS vs LPV

    I normally fly the LPV (in the Mooney)- but only because I pay so much frickin money to Jeppeson for nav data that I feel like I need to get my moneys worth. as was mentioned above- minimums are sometimes lower for an ILS... but the 100-200’ difference between the two is kind of irrelevant for me- I don’t relish shooting approaches down to 200’ or 300’ unless it’s a low, stable layer and VFR on top. either way- the approaches are TERPsed for a safe approach at the minimums on the plate... the difference? Sensitivity as you get close to the ILS ground antennas changes, whereas with the WAAS approach- sensitivity on the needles remains constant (it’s linearly scaled) throughout the final portion of the approach.
  8. M016576

    Performance in Colo Mountains

    Yep... 14ers...
  9. M016576

    SabreCowl Gen2 preview

    Any speed increase over a stock J cowling? it sure looks nice- if you could fit an IO-550A under there, I’d be interested!
  10. M016576

    A little formation flying over Texas

    -3 got pretty spit out after overcorrecting for unrecognized closure...... not easy being at the tail end of the whip! Little deviations from lead become minor deviations for -2... -3 can either try to fly off -1 and make -2 look like the problem... or fly off -2 and.. grab the tiger’s tail! now that I’m so close- I’m going to try to make it down. Would love to fly some formation with y’all! Looking good!
  11. M016576

    Catching fuel from gascolator drain

    Strange... when I rebuilt mine- it didn’t have a ball bearing in it.... is it supposed to on a J? All I’ve got is an O-ring to keep the thing sealed.... makes me wonder if I’m missing a piece! edit- went to the Lasar website- they have an engineering schematic of my gascolator (the gerdes gascolator) displayed with their seal kits. Looks like I’m ok- no ball bearing in the Gerdes gascolator! Man, that had my mind racing for a few....
  12. M016576

    Catching fuel from gascolator drain

    You must live in California...do they like asphalt spilled on the ground? the post on a gats jar is long enough to push the plunger up on the gascolator from the outside- just like your other fuel sumps. I have been sumping the gascolator this way for about 5 years. Someone in the board mentioned to me (wish I could remember who) that I could scratch, or nik the o-ring- but after replacing the screen, and taking the gascolator apart- I noticed that the O-ring is far enough up the shaft of the plunger that you physically couldn’t hit it... unless it had swollen due to age, in which case it needs to be replaced anyway. long story short- carefully and gently try using your GATS jar up the gascolator- that’s worked for me as a technique. this is for the gascolator on my J, which I think is the same, if not very similar to an ovation gascolator
  13. M016576

    GTN 750 vs current upgrades

    I remember seeing the pictures you posted of your TXi showing this feature. My ifd440 is connected to an aspen pfd- which does not show vertical guidance unless it’s a glide slope signal. The vsr is displayed on the IFD in a data window. Would that feature of the G500TXi work with a G530W connected to it? Just curious.. honestly don’t know who would spend that much for a G500TXi and *not* upgrade to a GTN to drive it. A pilot is kind of committed to full garmin if they head down the G500TXi road I think. either way- for the OP- he would want/need a nice pfd to compliment the GTN and/or IFD... and unlock some of the features described above. And that could add anywhere from 3-30K more to the price tag. does the G5 display show any of that vertical guidance, or does garmin reserve that for the more robust/expensive pfd’s?
  14. M016576

    GTN 750 vs current upgrades

    I believe he was asking about enroute vertical guidance, not approach vertical guidance. my KFC-150 couples though my aspen to any approach off the IFD and will fly anything that has a glideslope signal if I’m in the approach mode (just as you describe) but if I’m on an enroute segment that I manually enter an altitude restriction on, it will not climb/descend to said altitude- just show me when to do it and what VSR is needed to make it. It is possible that the IFD is capable of providing this cue/signal (for enroute climbs/descents), but I don’t know if *my autopilot* is capable of flying it on an enroute segment
  15. M016576

    GTN 750 vs current upgrades

    I was referring to enroute altitudes (or restrictions) manually programmed into a flight plan. The IFD series will show a “Boeing banana” (time to descend/ascend mark) on the leg of the segment based on whatever the programmed target climb/descent rate is to achieve the manually entered route altitude, but it doesnt provide a vertical guidance signal to my autopilot... at least not that I have been able to use with my kfc150. I can couple to any approach, but the extent of the vertical guidance the autopilot will fly with my setup is limited to glideslope (either GPS provided or ILS provided). for a precision approach- all altitude restrictions are displayed up to the FAF in big magenta lettering next to the segment on the IFD (I have a 440- so no georeferenced plates overplayed on the IFD itself- yet it still shows the segment altitudes). In this case, the KFC150 will fly hands off on the approach segment starting at glideslope intercept, and GPSS cueing through the aspen up to that point 2 dimensionally. on a non-precision approach- again all step down altitudes are displayed next to their segments on the IFD once the approach is loaded, and the autopilot I have (KFC150) will fly the approach 2 dimensionally, but I have to manually fly the altitudes (I typically do so using the up/down altitude rocker on the autopilot). is that what you were asking? Or did I miss read the question?