kortopates

Thanks! Yeah, I wish the plane wasn't down right now.

Glad you got Mike to join, but you’ll get a bigger turnout if you pick a field with a restaurant on it like nearby Carmarillo or Santa Paula; although the former is most every bodies favorite in SOCAL. Have fun tomorrow! Sent from my iPhone using Tapatalk

Pretty much like Lance described. Depending on circumstances, I would engage in Hdg or Nav mode, but also at the desired pitch up i needed initially - which the AP will hold. Then I would always set up an IAS climb at 110-120 kts and accept whatever rate i got. But for descents i would always use VS descents instead, using about the lowest i could get by (2-300) with ATC on, while keeping cruise power. Only if i was held up late would i reduce power and come down a more nominal rate. That often meant starting the descent a 100 nm out. Sent from my iPhone using Tapatalk

it could be significantly more if you don’t have the firesleeve in place allowing cooling air to hit it. Sent from my iPhone using Tapatalk

I really like that your teaching a method for a continuous descent - this is far better than the un-stabile dive and drive method. . But does any panel these days not at least have ETE to the next waypoint with at least a non-waas GPS? I've only had one instrument instrument with only LOC and DME that the math is really necessary - which was just like I originally learned pre-gps days - but I'd like to think those days are over. At least with just ETE we know the required descent and time remaining to set the a very close approximate descent rate to meet the altitude restriction.

I ditched my K&N filter after several years of recharging it annually (cleaning and re-oiling). I recall Clarence made mention of them becoming more porous with age. Plus my Silicone was going up so i switched back to paper on a 500 schedule - which has helped. Sent from my iPhone using Tapatalk

First I’ve heard of this. By chance is your bird parked outside? But even the flight school trainers with Garmin GPS’s parked on the ramp don’t seem to have this issue. Good to know there is an affordable solution. Sent from my iPhone using Tapatalk

At first I didn’t think i liked all the airway waypoints either, but came to realize they were actually quite important in busy air space when the controller is trying to give a helpful shortcut direct to some waypoint ahead. When it happens to you, suggest looking ahead on your navigator or iPad for the waypoint before tying up the freq to ask to them spell it or for more clarification. I’ve never not had it be anything but a airway waypoint (or an approach waypoint if getting on the approach). Sent from my iPhone using Tapatalk

Good logic but its more than that. As pilots/owner/operator we're responsible for the regs under part 91, that means we're responsible for ensuring we have all the paper work in order before flight, including ARROW + placards, log book entries for current annual inspection, AD compliance etc, and including the harder ones like in-op equipment that has to be placarded, rendered in-op/disabled or removed with a log book entry. But we're not responsible for the maintenance performed by a licensed mechanic. We just have have to have the return to service log book entry before we fly it. The FSDO is not going to go after the owner because the mechanic screwed up unless its brought to our attention and we chose to fly it knowing it wasn't right. So we have to make sure all the required inspections get done and signed off, but we're not responsible for ensuring the mechanic is doing it properly - that's the FSDO's oversight job.

But that is exactly what CDFA is all about as mentioned above by @midlifeflyer Its also the root of the FAA's original stabilized approach and the source for Garmin's +V. Its great to use +V on modern WAAS navigator, but not hard to do when the plate publishes a descent angle - where we can always look up the required FPM descent rate based on ground speed in the TPP Descent table to emulate what +V provides. Without a published descent angle it is significantly harder but still able to approximate as you well illustrate. I've always had at least some GPS with ETE to the next waypoint; which is much easier to judge something like I have 3 min to the next waypoint and 1800' to loose so I'll target at 600 FPM. These days its really easy with the moving map showing us exactly where the plane will be at next bugged altitude based on current descent rate.

Actually by ACS (or formerly PCS) standards, from when you got your instrument rating or do an IPC today, you have to maintain -0' to +100' descending from FAF to the MAWP, so I encourage all my instrument pilots to add 50' to the MDA; especially on every circling approach where its easy to descend below MDA before you've met the criteria from 91.175

is that what i know as the DDA, Derived Decision altitude for continuous descent down to MDA without busting it by adding 10% of descent rate to MDA to begin level off? Sent from my iPhone using Tapatalk

As stated above by, you really don’t want to follow those power settings for fuel flow. Running at 50F rich of peak is going to maximize CHT and greatly reduce cylinder longevity. You can get very near % power by adding MAP inches and RPM in 100’s - which is called a key number. So let say, for your common cruise level, that 46 gives you 65% power. you can use any approved combination of RPM and Map to total 46 to be real close to 65%. But then lean by ensuring your either ROP or LOP enough, (ROP based on leanest cyl, LOP based on richest cyl). But if you simply fly it below 65%, as most recommend, you’ll never have to worry about being ROP or LOP Enough! Just keep CHTs cool. Sent from my iPhone using Tapatalk

Couldn’t agree more. And even legally, the owner/operator is entirely responsible for determining the airworthiness of the aircraft before every flight - not your mechanic. (91.403) Sent from my iPhone using Tapatalk

Doesn’t sound like the avionics shop has anything to do with. Unless i am misinterpreting, they were just doing you a favor to get a referral for an A&P to do the mag work while they had the plane. With the A&P, it’s too late to do the right think in my opinion which would be call him back to correct his work, which should include replacing the one damaged lead on the harness - not a new harness. (leads can be replaced). In that circumstance, hopefully he would have been apologetic and eager to do it right for you. Maybe you didn’t discover it till the airplane was no longer local to the A&P, but that’s not his fault but unfortunately is on you. At this point i would still definitely suggest following up with him to show him the pict of the damaged wire and what your annual shop told you about installing the mags upside down. But I wouldn’t demand anything at this point, since you never gave him a chance to correct it. Sent from my iPhone using Tapatalk

that’s a bit confusing statement since the FAA database is updated daily monday-Friday? Kathryn’s report used to lead the FAA in reporting, but those days are over. Sent from my iPhone using Tapatalk

Over 20 yrs flying my Mooney all over and I find all I really need is a credit card and multi-screwdriver; basically just enough tools to de-cowl the engine to inspect. Even though I am licensed mechanic, I can't carry enough tools to do a proper job to do most anything but I can find a mechanic almost anywhere that has them and the ability to get parts over night. The one exception was flying to Cuba where I carried some very basic tools and a spare spark plug because there is not even fuel except at a couple airports. Much more importantly to me is the survival kit for longer flights away from home where the CC is useless after an off field landing far from civilization; especially with the possibility of injuries and being alone at least the first night. Before needing to rely on the survival pack I try to stack the odds in favor of a short event with 406 ELT, PLB and Garmin InReach to communicate my needs.

Sorry to read this, Would you mind mentioning the Underwriter and their age limit? I would assume given your not a young guy that you most likely had better coverage than what Avemco will provide with smooth limits; rather than per person. If so definitely should be seeing a discount.

You're right, for some reason I was thinking of UDP rather than ambient, but its pulling a differential against ambient. The system is really only designed to provide vacuum by the pilot initiating a low power descent and then once on the approach, unless its to Leadville, the pilot should have a large enough differential where its really needed. But its a very minimal system. thanks, I'll correct the above post.

I don't know if its safe. But if your going to diverge from aircraft cleaning products with so many safe ones to choose from, you really need to ensure its not alkali. Alkalis are not good for aluminum and should be avoided. My guess it it may well be safe, but likely very ineffective with exhaust soot too. A very effective belly cleaner available everywhere is Mineral Spirts/Stoddard Solvent.

Thanks Craig! TT working again.

Not all tachometers or engine monitors use 2 pickups - it depends entirely on what the the monitor uses. For example, E.I, for their RPM R1 and MVP 50 read directly off the p-lead at the ignition switch and tend to connect to both p-leads. While others like EDM, use the hall-effect sensor that screw into the vent of the Mag. They just use one sensor at the mag. A Surelfy installation with the hall-effect sensor is just a matter of moving the sensor to the remaining Mag if needed. But p-lead connection will need a change in isolators or the converter for the Surefly. Luckily Surefly has some options to get it to work, but often with some trial and error involved when the solution is finding the right isolator size.

The Bravo Lycoming engine fuel pump is turned on automatically at full throttle - but not any Continental installation.

We recommend cleaning them only on condition. Starting with a clean injector baseline of your mixture you'll be able to tell when they need cleaning by the presence of a lean outlier or any significant lean shift in an injector (i.e. change in ranking). 100LL is pretty good solvent and the truth is the mere act of opening the system at the injectors to clean them is far more likely to introduce dirt into the system causing a partial blockage just as Tom @ArtVandelay mentioned above from his experience. If your mixture distribution is good, (hasn't worsened) then don't touch them. You can't make it any better but you sure can make it worse easily.

Yes, two switches to one pump, run at different voltages for low or high. Its a Continental setup.