jetdriven

Skyradar is 1000$ also but the ADB-B data is free, so in about 18 months that 1000$ is saved in XM subscription fees.

You can also watch your track on the GPS screen, on the aera its even displayes as a compass arc. But that is ground track.

IF the step exists, then all those airlines, and corporate jets and turborpops are doing it wrong. If there was a way to save ten pounds of fuel a leg in a jet, they would do it. That would be hundreds of millions annually.

What you are seeing is the drag bucket that is a characteristic of laminal flow wings, such as a Mooney. The step myth was from one of the first laminar flow aircraft, the B-24, which was often so heavily loaded it often could not accelerate to cruise speed. So aircrews would climb 300 feet above cruise altitude, and then accelerate into the drag bucket. We busted this myth in a Cardinal RG, back in 2000. Start timing exactly at level off and end it when you reach final cruise speed. This takes a couple minutes. Then start timing as you climb through your cruise altitude , stop climb 300' above, then descend to cruise altitude. Its the same. Hank is right, this plane loves an aft CG.

how about this: from here; http://williams.best.vwh.net/avform.htm#3gs TAS and windspeed from three (GPS) groundspeeds. Determine your groundspeed on three headings that differ by 120 degrees (eg 40, 160 and 280 degrees), call these v1, v2 and v3 Let vms = (v1^2 + v2^2 + v3^2)/3 a1= v1^2/vms -1 a2= v2^2/vms -1 a3= v3^2/vms -1 mu= (a1^2 + a2^2 + a3^2)/6 Let bp and bm be the roots of the quadratic b^2 -b + mu =0 ie: bp= 1/2 +sqrt(1/4-mu) bm= mu/bp The TAS and windspeed are then given by sqrt(vms*bp) and sqrt(vms*bm) provided that the TAS exceeds the windspeed. If this is not the case, the roots are exchanged. This is a handy way to check your TAS (and the calibration of your airspeed indicator) using your GPS groundspeed, even though the wind is unknown.

I have a plastic "wire wheel" that is chucked in a drill. It is plastic "wire" embeded with some kind of grit. Anyways, it is safe for aluminum, some MEK and a wheel like that ought to take care of the old glue. http://www.caswellplating.com/buffs/nbb350.htm

Bonanza's take 6x6 and I think so do 172's etc.

C. Jacobs was arrested?

Wait, I think I got that confused with something else, maybe it was 20 grand. Still.....

is this also true with a bad elf? Or does the wireless need to be on to enable that as well? I have a iPad 2 wifi and it works great with the bad elf.

I know its a different plane but a friend of mine had a Cardinal RG with an IO-360-A1B6 and the same McCauley prop as a 201. He went to a 3 blade Hartzell and it for a fact lost 4-5 knots in cruise and climbed better. A 2 blade is simply more efficient. Now when you get to the 300 HP level, 3 blades are needed to absorb all that horsepower and convert to thrust. Again, different airplane, FWIW. Jeff, your comment on the 4 way test got me thinking. I have done the 4 point cardinal heading method and came up with 150 KTAS (that day) but in a 30 knot winds aloft day it was averaged at 145 TAS. However, the IAS (corrected for CAS and DA) corresponded with 153 KTAS. I remember reading about a 3 point test, and in this thrread they talk about it. http://www.beechtalk.com/forums/viewtopic.php?f=7&t=56902&start=40 Quote: Jeff_S I'll add a few thoughts from another direction, after agreeing with much of the above. I do think the 3-blade prop costs a few knots, because I have one and I know it has made the plane more nose heavy. This means that unless you carry extra weight in the baggage compartment, the horizontal stabilizer is having to do more work in any given configuration and that creates drag. So one thing to do is simple: carry an extra 50 pounds in the back if your load is otherwise light...you will be amazed at the speed effect. (This was covered extensively in a thread about racing your Mooney.) Also, the premise of the 4 cardinal point GPS ground speed test is somewhat flawed, because it doesn't factor in that when flying at the speeds we fly in a J (or most any of the piston-prop planes except maybe the highest performance ones) you have an effective head wind at least 2/3 of the time. Think about your x-wind correction charts as an example. For a tailwind to really give you a meaningful push, it can be no more than 30° off the tail in either direction. More than 30° off the tail your drift compensations start robbing you of forward speed, so you are losing some of the tailwind effect. "But wait!" you say; "in the 4 point cardinal test I'm not compensating to stay on a heading, I'm just going with the flow and keeping the nose on the compass point." Yes, but your airplane is still effectively going in a diagonal and not straight along its path of thrust compared to the ground (which is what you're measuring!) so your ground speed is still skewed by this. Factor in that even in a localized setting the winds can change dramatically from point A to point B, and you have no way of knowing for sure how this affects your stats. So if you factor in these two additional ideas, my conclusion is that your TAS's may not be quite as bad you think they are. Certainly they do seem low, but perhaps not horribly so. Just something to consider...

Our 201 elevator is just like that and so is a friend's E with 3 people in it. I dont know how you could load outside the aft limit unless you had one skinny person in the front and two large people in the back. It has to be worth a couple knots. Quote: 74657

You just saved yourself ten hours of gas, oil, and reserves. Great job. Same thing with an oil change, that isnt hard to do either.

I heard from Don Maxwell the upgrade to WAAS G1000 was 80,000$. Yes, eighty grand for a few boxes and some software. You know, the 747 flies all over the world with 2 VORs, 2 DME's, and an ADF. Scott hit the nail on the head, the upgrade path they force you into is unbelievably expensive. When your updates etc approach the price of insuring the thing, time to think. Quote: N4352H They bail out support of old units over liablity. For instance, I have a 396...Garmin is required by law to support it for another year, then game over ( I was told 7 year commitments). Look at the poor saps who own 2004 to 2008 Ovations and Bravos with G1000. If they want WAAS, they have to pay exorbitant numbers. Poor customer care. As for new boxes, I understand Scott's frustration. They are careful to stage and incriment each upgrade to maximize marketing and profit. This works well when you have a monopoly, but times are changing and I think Garmin is beginning to miscalculate their position. Thank you Aspen, King, Avidyne, Chelton, I-pad Apps, etc...

Any 12V T/C should work. As far as DG goes, any vacuum 3" one will work also. Electric DG's are expensive. You have to decide if you want internally lit, or a heading bug. If you have an auopilot you need a special gyro for that with an output.

If you fly it often i dont think there is a bad oil. Lots of people are going to W100 or Philips X/C with camguard because if it sits over 10-14 days, the cam and lifters start pitting. straight oil and camguard seem to delay this action.

wow that is a lot of "in your face" stuff. We set ours on our lap or on the seat. Funny how big an iPad seems in a Moo-jet cockpit.

the fundamental problem with loser pays is someone cannot even file a valid suit because the defense will simply run the bill up to 200k, 300k, or a million. The plaintiff quits before even seeing court. This prevents equal access to justice, something that is probably even more important than defending from frivolous lawsuits. Texas had tort reform basically you can't sue doctors in this state anymore, and if you are allowed to, damages are capped. Malpractice insurance keeps going up along with all the other states and there never came a "flood" of doctors. In fact, the munber of them now is the same as before. Just no right to sue now. Great.

mine havent leaked in something like 19 years thats a pretty good record. Plus, they can be removed and overhauled.

NEVER finance breast implants! Especially if they are not for your body!

You can repair the plastic bits with ABS cement and thin ABS sheet, like .040. For bigger cracks or structural panels embed some fiberglass cloth in it. You can totaly rebuild it that way. Paint it with Aerospace color coat from SEM.

You can put bladders in it in all 50 states plus Canada!

Hmm, glideslope, or iPad with the approach plate, pick any one. Can you put a bad elf on it in airplane mode and see what it does?

Hmm, glideslope, or iPad with the approach plate, pick any one. Can you put a bad elf on it in airplane mode and see what it does?

Even at 250'/nm which is what we use, thats 1000 FPM at 240 knots. You would have to start down earlier to keep the descent rate to a reasonable level, like 750 FPM.