bradp

I recall having gone on a east coast flying nerd trip a few years back in a C172. One of my flying nerd buddies was a little bit higher gross than was let on and that made us over gross on a summer day. Asked the line guys to help de-fuel the plane and a fuel donation was made to the FBO. It hurt but it was the right thing to do. B

Sam I recommend wearing the same pants to each lesson and don't wash them in between. By the end of your training your instructor will want you out of the plane so badly he will want to put a DPE in the right seat instead so he can be done with you. It it may be too hard for any of us (especially those of us who are not CFIs) to try to Monday morning quarterback your landings unless we've flown with you. Maybe you can set up a GoPro and then you can review your flights to get an idea of what things went well and what could have gone better. And if you're really stuck, post one on here and we can help you out. The Canadian dude with the mutton chops recommends that you put two cameras in the cockpit to record so long as it's not a distraction.

When you guys introduce them as your better halves, you're really not kidding.

I think one of the top selling points for the 540 is that it can either be a slide in for the 530/530W or with minimally invasive surgery (really just plugging the harnesses into a new tray) a 430/430W can upgrade to a 540 given sufficient panel space. The cost difference between 440 and 540 is washed given the labor savings in that circumstance.

The front part of my firewall must be like the island in the black hole in lost. I don't know how many times I've heard something go clunk to be forever invisible until the next time I come into the hangar and the hangar elf has conveniently placed it where I swear I had looked last time.

What's a master orifice tool and how does that change the compression reading normals?

Looks like a Picasso. Well done

By the way all this medicine nonsense aside my flying hero is Dick Karl - surgeon turned charter pilot.

Paul has it right here- time and dedication have everything to do with it. I wasn't trying to can one group or raise another group up. Just trying to use professional stereotypes as an example and note that both "positive"or "negative" professional personality stereotypes can land a non-professional pilot in trouble. I diverted on a long cross country when the sky turned to popcorn firecrackers ahead and met another pilot in a similar performance aircraft who I chatted with for an hour or so. He was a brilliant xxx_oligist who was flying from floridla to somewhere north to do a weekend locum tenens call and then head back home after. When the sky was still very dark and active with a nexrad that looked 10-mile-gap iffy he said he was heading out. I asked him if he didn't want to consider waiting for another hour or so as things looked like they were peaking and maybe starting to dissipate. He said he needed to go. That's get there itis in a nutshell. I tracked his flight and sure enough he shot a gap and got to his destination but the setup is clear as day. Did it matter what kind of doc he was? Absolutely not- he had something important to get to (family, work, etc) and used his confidence in his ability to push through. The sky didn't calm down until several hours later. The number of successful trips he made in the past likely reinforced that this trip would be just as successful and it was. Look at the ASF video about the doc that crashed at Dover. IIRC the piece went into much analysis of the in-flight decision making but didn't get to the preflight decision making. The deceased pilot in that circumstance clearly pushed to get to his destination because he had an important commitment. Did it matter that he or the gentleman was a doc even? Nope. But there is a reputation and it does come stem from somewhere. I was just tying to address Erik's question but of course my transferable answer doesn't have any data to back it up. Sorry if I offended anyone. I also I left John Breda out of the stereotype game. He must be a geriatrician restoring his 1968 F to an Ovation. :-).

@ Ninja Dalmatian Most folks solo between 10-20 hrs. Some people are cut loose in less than 10. Their first name is usually Bob and they have a vacuum cleaner for a surname. Part of that has to do with the docile handling characteristics of those trainer aircraft. Please get your rear end into some sort of an actual trainer and learn to land. I imagine you have > 10 hrs in your log by now.** You should be well on to landings. My fear is that the learning curve is so steep in that cirrus that you are spending too much time trying to learn things like systems and practicing for that first gusty day that you are missing out on an opportunity to act as PIC in a lesser bird. Grasshopper must learn to land in calm wind before learning LLWS. ** can I log wings credit reading this 200 post 14 page thread?

Our deepest condolences to your family. Thank you for being willing to discuss and learn from this tragedy. I'm sure any pilot who passes when flying would want his or her peers to be able to learn something valuable from their loss. Thank you for teaching us Ross. Regards,

Thanks For the comment Erik. This is just my take on the flying doctor bit. Physicians self segregate into distinc personality types based on specialty. Many of the stereotypes about nerdy psychiatrists, jock orthopedic surgeons, and cowboy ED adrenaline junkies are very true. (One ortho dude came up to reduce a fracture one day while I did sedation and afterward literally said "me ortho... Ortho strong!" while making a muscle like the Arnold). Not always but there is a thread of truth to these things. Unfortunately many of the specialties in which high performance aircraft can be afforded are populated by physicians (many times surgeons) who are rewarded by taking on and successfully managing calculated risks on a day-to-day basis. They are like the Wall Street traders of the medical world. They are also probably the last specialties where there exists the "rugged individualism" model of healthcare delivery rather than interdisciplinary everyone's input matters team based systems. The risk reward mindset I think translates to flying behavior where professional skills and success in medicine are falsely transposed to personal flying confidence. (I.e. If I can push through adversity or challenging situations at work I can certainly do the same in aviation). It's a false self assessment. That's the combination of behaviors that gets physicians into trouble when they take on flying. On the other hand, anesthesiologists seem to attract wanna be airline captains. My wife is an anesthesiologist and she tells me on a weekly basis of some half baked flying metaphors that anesthesiologists come up with. Interesting, though, that there are true parallels between the practice of anesthesia and flying. Checklists and flows are present. Anesthesiologists were the first to incorporate simulation in healthcare. There is even "CRM" that has been pulled from aviation, slightly bastardized, and rebranded as "crisis resource management". Anesthesiologists are very risk averse. If you're really bored I have a whole lecture on historical parallels between the organizational behavior of airline CRM and healthcare CRM - and where they stop. It's really dry. ;-) My specialty (critical care) is mostly like anesthesia. We adopt checklists and flows. We say we do CRM but most of us have no idea what that means. We are also risk calculators but are generally risk averse. Most of my time is spent figuring out when to act and when not to act. It's also spent trying to juggle multiple data threads that can very easily lead to helmet fire. We are like the quants of medicine - love our equations. There are fast emergency times just as much as slow, plodding, strategizing times and they can flip very easily. I think that the one thing that I might take away is that we deal with other people emergencies and our own adrenaline so often that you train through panic so that you can think (quickly) through helmet fire. That skill set might be the one thing that saves my butt one day when flying. Keep thinking, weigh options and choose prudently. The thing that is most risky for me is fatigue. I have to be very careful about setting non-negotiable rules about when I am fit to fly. They have us stay up for 30 hrs straight making decisions about and performing procedures for critically ill children despite exhaustion and that is the expectation (write your congressman- it's really not safe at all). It would be lethal for me to attempt to act as PIC in a similar state- did it once with a safety pilot to see what it felt like and it was not cool. Trying to identify my own weaknesses, face them, and accept them is probably a departure from the I'm invincible attitude of a lot of docs.

Byron where did you source your bendii?

Well if your going to spend $700k on a second door might as well get it painted the way you like.

Seems a good project for a 3D scan and print. http://lifehacker.com/five-best-3d-printing-services-1706410803 My public library has a printer. If anyone creates a file, mind sharing it on the forum or shape ways.

David could replacement spinners be manufactured by you or another under the owner produced parts allowance?

Looks like the Mooney painters were watching too much of this when they chose the scheme.

In medicine there's this new concept of "just-in-time" training. The idea is that you practice something that you anticipate happening. The applications are in procedures but also in team dynamics. There are studies ongoing that say that if your ICU team practices or discusses how to respond to an in hospital cardiac arrest for a particular patient that there will be no surprises and instead of trying to figure out "why" (i.e. Reversible causes) during an event. Instead you anticipate them just prior to an event for a particular patient you think is at high risk of that or another similarly bad event happening. Its a risk management model for critical care delivery. It's sounds morbid, it's nascent, and there are many naysayers, but it does parallel the concept of a takeoff briefing as Mike and others among us practice. Helpful things 1) look at the google earth / satellite view as part of preflight for an unfamiliar airprot to identify both potential landing spots and hazards 2) we should have a plan for engine out on runway, just after takeoff but r/w unobstructed area available, when in that "red zone" between runway end and XXX AGL and a defined minimum AGL is at which the impossible turn is possible. 3) we should know our outs for being in that red zone. This might mean runway selection choice is altered from straight upwind to a crosswind runway if the straight ahead options are better. 4) we should consider in which direction we would turn should there be an engine out. Adage is that although the turn radius is the same either way a less steep bank will be required turning into the wind and the lateral deviation from the runway will be less than if turning away from the wind. This would add a margin of lesser wing loading in the turn. That would seem really important to me. There will be more altitude available closer to the runway. Rolling out with a crosswind pushing you toward the runway instead of away from it will lessen the need for an additional turn and degraded glide close to the ground. This calculus might change there is a crosswind runway available. I hate surprises in two contexts - at work, and in the air. Anticipating things going to heck in a hand basket may help avoid surprises Caveat as I have not yet had to deal with an engine out. Hopefully will not have to but probably will at some point.

I don't have one but I believe the logic is that you are able to enter or rubber band victor airways on the iPad and upload to the 430. The flight plan route on the 430w will list either all waypoints on the airway or just those that are entry bends and exits. Regardless in practicality the user can enter airways on the iPad and it gets to the 430w.

Btw I have an old and unused -103 Champion that was shipped to me incorrectly (I use -110 size). It's from 2012 or 2013 and has been sitting in my basement, so I don't know if I'd use in my own engine, but maybe Someone would want it. PM me if you want it free plus shipping.

Normally the valves rotate. Prior to a stuck valve would coke result in loss of normal rotation? Is there an EGT rotation signature (harmonic) that can be picked out of the probe noise prior to failure ... Just thinking out loud.

I was thinking of the T-34.

I have the A3B6 and dealt with slick mag fiasco. Ask any remotely busy mechanic what their experience has been like with the quality of champion / slick mags and they will mostly agree they are like 9v smoke detector batteries super glued to a toy merry go round in terms of quality. I spent many months troubleshooting poor starting problems that were traced to an overhaul with "new" slick parts. I still have the slicks but have cursed them a number of times and have changed to fine wire plugs, which somewhat helps the problem. My L mag wouldn't start until I sent it back to the overhaul shop and said I'm done with this POS. They sent me a circa 1996 mag that had been sitting on their shelf and it works. Based on byrons experience I've considered swapping to 1200's They have a strong spark. A very strong spark. Although slicks are not optimal they are passable. Don't send to Kelly and be careful about how they are bench tested. Heating seems to be their enemy.... I.e. Mag gets hot in the back of the accessory case and the spark gets weak. Poor quality secondary coils expand and breaks in the fine wire wrap have been hypothesized as a cause. A good shop will bench test slick mags after baking in the over to appx 200F.

@PTK it's also a nice unit. Squeaky wheels get the grease. Call Garmins experimental folks and ask them if they are planning to get this STCd and encourage them to do so. Suggest brands M&B may be an attractive market as brand C172 and PA28 alternatives to a main competitor. Call the EAA and ask them to consider approaching Garmin about this unit. Based on this news I'm probably going to join EAA. Actual mileage doesn't vary. That said George Perry and the ASF do great things. I just think that the constant advertisements for life insurance and the like are a distraction.

Done