Skywarrior

I never said that it *did* have anything to do with pressure or temp. WAAS is more accurate than 'regular' GPS, both laterally and vertically. Measured accuracy for both types, vertical only: GPS - 4.7 m WAAS - 1.3 m The only reason we *ever* gave a sh*t about pressure and temperature was because *all we had* was pressure instruments. The FAA still mandates that we gauge our altitude by those 'legacy' instruments. So don't think of your GPS's altitude measurements as anything but 'advisory', unless you're using a WAAS unit.

If GPS altitude is so accurate, why do we have to use WAAS-enabled GPS units for GPS approaches?

My instinct would be to look elsewhere. All American Aircraft has good Bravos right now...

No... Clarence got sick, too.

Memphis is near Los Alamos, NM?

Bob, seriously, get a pair of Halos. Much cheaper, the noise attenuation is as good as ANR, and your head doesn't hurt...

Robert - Your understanding of the relationship between headwind/tailwind and landing speed is off a bit. There isn't any. 75 mph is a good speed to use on final on a no-wind day, and it's a good speed to use with a headwind or a tailwind. Headwind or tailwind has *no effect* on your choice of short-final airspeed. Your plane's airspeed indicator doesn't know and doesn't care whether you have a headwind or a tailwind. Crosswinds, however, are a different story. You need to be carrying a bit more speed, and a bit less flaps, so that your forward speed is comfortably faster than the 'sideways' velocity that the crosswind is imposing on you. A headwind *does* make a difference in how much pavement you use up when you land. You'll usually use less. And a tailwind will usually cause you to use up *more* pavement. Frankly, I think your instructor is doing you a disservice. He should be telling you all the things we on the board have been telling you.

I would guess a short somewhere. Try to find out what changes, in the electrical system, when you hit 1700 RPM. Perhaps some electrical component allows too much current through when that RPM is reached. I'm not a double-E. Just remembering my Basic Electrical Circuits class. The clue is the fuse - a fuse blows from excessive current, not excessive voltage.

The problem is most likely not excessive voltage, but excessive current flowing through.

Earl - Where have you been getting $1,800 Annuals?! Chuck

What prompted you to toss it?

"It seems that for piston planes, 123 KTAS is 123 KTAS regardless of altitude." 123 KTAS is 123 KTAS no matter what vehicle. (I minored in Aero. Eng. and have slept at a Holiday Inn Express a few times.)

They work with Bruce Jaeger. That should tell you enough. In a very good way.

You lost your GoPro. How did you post this video?

Bought Halo. Love it.

Didn't he write that it is a C201, vice C210?

Just curious, since my bird is a turbo... What is the physical reason for TIT being higher than EGTs?

Were the outside Nav lights on at the time? The interior lights are tied to them.

Rocket positives: Rocket has fully featherable prop. Bravo positives: Slightly better longitudinal stability. (due to extra length)

But what about the "Titleist" effect? It *should* fly longer and flatter...

Pictures, N-number.

Mine takes off at exactly 30 gph.

People are confusing the little angle-iron stall strips with the TKS fluid delivery strips.

Wow, that's big.

Just a SWAG... Is there any trapped moisture around the bulb or its socket?