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I made it a point to hit all the airports in my state. Didnt travel outside much until I got the Mooney 2 years back ... So I am only at 56 according to my access database.

No one disagrees on that. Question is why are they safer?

I have toyed with gliders ... Time for me to get serious and get a license. Its probably orders of magnitude cheaper

Where did you order the oem seals from?

Titanium is much less reactive than the other metals ... So if there is corrosion the titanium panel will be unharmed, but the aluminium wing will sustain corrosion

Yes, the ball does not work for sustained positive Gs as in aerobatics but since the discussion was about turbulence with both pos and neg Gs ... its possible to add a spring and have it work for both Gs .. The math gets slightly more complex in order to account for the spring's degree of springiness

Thats why i offered my trip G meter model, which has a hole at the top of the tube. In severe turbulence you wont be able to read a g meter either. If you want something that shows the maximum G attained, put a bit of ink at the bottom of the tube. As the ball jumps around its going to color the inside of the tube. The highest colored point is your highest G. After the flight rinse the tube and refill with ink. I'll sell the ink at exorbitant prices and also require that the ink be changed every annual

18 MP and 2400 rpm When i lower the gear at this power setting it gets my speed within flap extension range.

I am inclined to believe the biggest things holding us back are: Recurrent training beyond the biannual. Emergency procedures training. The hows of weather and not just the ability to read forecasts. Finally equipment certainly makes a big difference But my original beef is with the statement that somehow we are trained less. I dont think thats true at all. We are trained adequately to fly our planes and we dont have to ape corporate/airline pilots thinking they know best. Its up to us to be honest and get the recurrent training we need. A fun and simple thing I do is to get rental checkouts in new aircraft i havent flown in ... Gets basic flying cleaned up and its fun to fly a new plane. Or do some aerobatics ... Or take a multi engine aircraft through all its handling envelope.

Nice thanks! You might also be interested in reading Tony Bingelis's books on engines and kit building. I was considering building a kit plane for a while.

Errmm too much small pilot bashing going on Professionals are trained to produce the same safe behavior over and over by following set procedures because their employers do not want to sink their business by losing aircraft and people. In my opinion thats like always flying with the FAA examiner in the co-pilots seat. And thats not safe behavior either. I can recall quite a few airline crashes where the crew got over-subscribed trying to troubleshoot and follow procedures and didnt fly the plane (AF 447 comes to mind) GA flying is all about flexibility, a license to learn from others in this case, from orgs like AOPA, from instructors in biannual reviews etc, and then modify your checklists and behaviors to make it safer for yourself. We train ourselves in such scenarios if we feel we need it. No one hands us scenario training. We have the freedom to try different ways of flying and pick one that best suits us. Ofcourse freedom comes with a price. I fail to see what special training we are missing that our instructors, orgs like AOPA and type clubs cannot provide.

Yeah i have been looking for a backup. Up unil now, I did not know something called xavion exists thanks!

Just thought of a simple home made G meter. Put a small metal ball in a glass tube. Knowing the mass of the ball, you can calculate how high up the tube it will go for x number of Gs. Mark the tube accordingly and affix said tube on instrument panel and watch the fun. If you want more resolution, use a lighter ball and longer tube. Heavier ball for coarse resolution and shorter tube. If you want a g trip meter that will trip after x Gs, cut the tube at the x G mark, so that the ball escapes the tube if more than x Gs is imparted to it

I ought to try wingx after my foreflight subscription ends in may. I am interested in the synthetic vision feature .. Nifty and cheap

I actually cannot get to 1900 rpm smoothly. 2100 is the lowest "comfortable" rpm for me, but its still good enough for me (huge fuel savings for loitering around). Tried all your low power settings today. Bumpy and low overcast in the northeast today, so wanted to go slow anyway and smoothen the ride.

LOL I definitely want to try the 0 ground speed thing in a mooney after I buy myself an oxygen bottle. About the deep stall .. Did a similar thing with an arrow .. Held it in the stall with a bit of power and a lot of rudder (forget which left or right) .. About 1500 fpm ... Recovery was a very sharp nose drop, but airspeed didnt go close to red line, but it did increase a lot. Stupid thing to do in hindsight probably

I have always been a north up kind of guy, especially when shooting approaches. I do like how you can zoom out and see the planet and plan polar flights etc, cool to look at. There is a new obstacles feature ... Not sure what use that is because the standard VFR chart also shows them, unless foreflight intends to use GPS altitude and issue warnings when too low close to some of these obstacles. Or if i were to hazard a guess, they are trying to develop a new module that reads altitude from your pitot static system and then display ground proximity warnings on the ipad (wild guess)

For a non fiki install on a 252, the quote i got was 38k six months ago.

What are your low and slow power settings for loitering in the sky. I am interested in the m20j settings, but would be interested in hearing others as well.

I am now wondering if cognitively the problem can be solved by reversing the direction of the flaps up switch. You have to pull a switch down on order to raise flaps. Then when someone wants to raise the flaps they will always pull something down instead of raising something up. This sounds confusing, so a better way will be to make the flaps up switch a separate push button switch

Sorry to hear about that. I have a similar habit, but i think its time to quit!

I have a jpi 700 system for sale, with new CHT, EGT, fuel flow transducer. The display unit was removed in working condition from a 6 cylinder continental. I bought it in anticipation of buying a 252 which did not have engine scanner functionality, but the deal fell through, so I am selling it. $1500 with shipping. PM if you want to talk over the phone or something. Otherwise just post below. Thanks

Surprisingly that has never happened to me, which originally led me to believe the servos had quit, but the servos check out fine on the ground. Meaning, i engage alt hold and feel yoke pressure when moving the yoke forwards or backwards. Its hard to tell whether the alt hold is really working because I have to trim before engaging it. And then it mostly maintains altitude probably because the aircraft is in trim, but then it starts drifting to more than 100 feet off commanded altitude and then I am sure it was never doing anything

I am based in fitchburg, but live in Natick. If you want to go on some hamburger runs, let me know!

Thanks .. will check the contacts after i verify my flight results again with better weather arriving tomorrow. Probably should check my backup AI to which the AP and leveler is connected, make sure its not getting lazy