zaitcev

Basic Member
  • Content Count

    83
  • Joined

  • Last visited

Community Reputation

18 Good

About zaitcev

  • Rank
    Advanced Member

Profile Information

  • Gender
    Male
  • Location
    KEDC
  • Model
    M20E

Recent Profile Visitors

499 profile views
  1. zaitcev

    IO-360 at 2700 rpm

    In my case, going longer presents a problem as I cannot stay in the plane for too long: everything hurts, I get restless. I never do legs that are longer than 3 hours. The max-range 8 hours day for me is taking off early, then do 4 2-hour segments. At the end of the last one it's already close to 5 p.m. when FBOs start to shut down. If I get off this rhythm, I end covering less. So, an attempt to skip a fuel stop is going to be self-defeatng. I only do it for trips under 400 nm, where I can basically do it in one go and then keel over for the rest of the day.
  2. Suppose that for some circumstances, I decided to go all out[1]. Is this safe for engine's long-term health? [1] I am looking at a flight that at my normal speed takes 9 hours, which means it needs to be split into 2 days. If I could get just a little bit more speed, I could cover it in a day, at the expense of the greater fuel burn. And yes, the noise requires double-plugging with cotton balls under the headset, that's a given.
  3. zaitcev

    LASAR Fly-in - Are you coming?

    The URL in the flier returns 404.
  4. I have those frequencies on the kneepad. Of course you have. I remember laughing back then, too. Well, I suppose I would be laughing less if I were flying into O'Hare or LaGuardia.
  5. Your 50-year-old plane wasn't made from a cheap Chinese aluminum after a bankruptcy.
  6. zaitcev

    Power settings in pattern

    I just pull it back not-quite-to-idle, which would make about 1500 rpms. I don't know what MP it is at, because it's prop-forward at that point. I tried to land with full idle, too. I have an E. Basically all the jet-like flying by the "power settings" ends when I enter the downwind.
  7. zaitcev

    Shoulder harnesses installed!

    I once had an engine out on my Carlson and landed in a desert pasture (it's New Mexico, where cows eat spiky and dry plants, it seems). When it became clear that landing was imminent, I tried to tighten my shoulder belt and found it an impossibly demanding task 100 ft off the ground. Right before flaring I gave up and just landed as-is. Fortunately, nothing happened. Ever since I only have belts losened only just enough to reach radios, at all times.
  8. zaitcev

    New to M20C

    It's actually Matt Guthmiller in the right seat. "Some guys" were trying to go around the world at the time and they took him onboard for the Atlantic leg in order to learn the ropes.
  9. zaitcev

    New to M20C

    Not sure where you get that I claimed or implied that Aspen uses GPS for the heading. They do use GPS for the attitude desaturation though. Well, the term is a misnomer, but what it comes down to is that MEMS gyros (or any other kind, e.g. laser) do not have any way to tell where the up is, and ostensibly you cannot even rely on accelerometers. And as gyros operate, they accumilate drift, so if nothing is done, in an hour your electronic AI will show a persistent false bank or pitch. In a mechanical gyro, a very small amount of friction and asymmetry are present (the latter is introduced on purpose). So, if left alone, AI drifts in such a way that it starts showing level. But in an electronic AI these effects are absent, unless programmed in software. In order to find the up and down, an electronic AI typically uses an external reference to "desaturate" (which should be used "de-drifting", I suppose). Anything external will do, like a star tracker, but in practical systems either GPS is used or a magnetometer. As an example, the following mini-EFIS that I investigated for purchase use GPS: Grand Rapids (GRT) - 100 seconds before loss of attitude, AvMap Ultra, Aspen PFD, MGL Extreme. The following use magnetometer: Dynon D10A. The following is unknown: Tru-Trak Gemini. The only one that I know that uses an artificial friction and the vertical reference from accelerometers is Sandia 340. At the time Garmin G5 was not yet available, so I don't know how it desaturates.
  10. zaitcev

    New to M20C

    I became disillusioned with Aspen when I found its annoying failure modes. The biggest problem is, there's no partial failure. Anything goes bad in the AHARS, it's the red X time, even though the airspeed is still available, and possibly nothing's bad with the gyros. It's all or nothing. And man, is that thing picky. Unlike e.g. Sandia, which can desaturate using just the gravity and some software, or several experimental EFIS that take magnetometers for it, Aspen uses GPS. So, GPS reception goes bad and in 30 seconds you get red X. You also get red X if GPS speed does not check against the airspeed. You get pitot frosen, you lose AI too. In a steam gauge airplane you can continue using power settings and pitch attitude, but here it's AF447 if that happens. Now, most of these concerns is relieved by having standby gauges, which you do have -- even the standby AI (although I hope it's not electric). Still, I just cannot trust Aspen anymore. P.S. The first time I found about overbearing self-checking and consistency of Aspen was when I practiced emergency extension checklist on Arrow. It called for an energetic rudder input to make gear come down. I stomped those rudders and Aspen threw red X. Took some 20 seconds for it to self-correct.
  11. Funny you should mention that, I've only did TnGs with the checkout CFI when I bought the plane. I'm afraid to pull the gear up by accident. I do love short and consistent landings, but I do not operate the gear in a hurry, ever.
  12. Back in 2011 Avemco asked for 5 hours in type and 50 retractable. When I came back to them with M20E, they upped time in type on me and charged $1800, with promises to relieve the premiums after I get 25/125. It's all over the place. As for getting comfortable, it took me some 3 hours or so, although that was mostly landings. If you just cruise for hours, it's not teaching you anything that's not in the manual. Everyone I asked similarly found insurance requirements excessive. They should ask for some 5..8 high task load landings with CFI instead, IMHO. You know, when ATC asks to maintain forward speed to final or you're #4 for landing at a fly-in. That's when people forget to put gear down. The rest is really easy on a Mooney, it flies great at 100 mph.
  13. Mine was an E parked at the tiedowns, because my parking brake was inoperative. Everyone else parked in a flight line alongside the restaurant. You can just make out Paul's 252 in the picture. Some didn't even bother choking, just set the parking brake. I should really get it fixed.
  14. Thanks, Don. Winds were not a problem in Austin (except those based in KEDC with their single runway).
  15. I looked at photo maps and it appears that Ambassador does not have any tie-downs. I can discern some Tees in the middle of the ramp, just south of the big maintenance facility. Does anyone know if those can be used by transients? The TAF promises a bit of wind and my parking brake does not work. I have my own ropes, but I need anchors.