gsengle

This accident has probably nothing to do with stick and rudder skills. It has entirely to do with judgement... Sent from my iPhone using Tapatalk

There is a difference between saying “this guy is a fool”, and “student pilots shouldn’t fly in anywhere close to those conditions”. One more time, the latter discussion is quite productive. I hope we can manage such distinctions. Also, even during the shutdown, the FAA was more like 4-6 weeks to reflect a new cert, it seemed from where I sat... we shall see. Not that much difference between a PPL the day before and the day after his/her check ride in terms of skill and experience anyhow. Sent from my iPhone using Tapatalk

I believe I explained that and only that point explicitly in my post you quoted. Sent from my iPhone using Tapatalk

It’s productive to discuss the ten reasons something could have happened. The actual cause is *almost* beside the point. And as facts come out it keeps the conversation productive. Once the cause is known it’s a much smaller discussion, and we all go home. Sent from my iPhone using Tapatalk

No. I have a need to explore things that could happen to me and be in a position to either recognize threats or risks, or to game out how I would deal with an emergency once encountered. I’m a professional pilot. We don’t distance, we face the issue and then we follow our training. In the cockpit under stress is not where you want to think about a scenario for the first time. Sent from my iPhone using Tapatalk

That’s awfully judgmental. I’ve found very productive discussions as well, and again the point isn’t determining the cause, but exploring possible causes. In my many decades of flying and discussing that is... Sent from my iPhone using Tapatalk

I post this somewhere online at least every couple of weeks. It is not only appropriate for pilots to speculate on the cause of recent accidents, to discuss recent accidents, and to kick around risks and possible causes, it is a significant component of professional pilot training and is one more reason commercial aviation is so safe today. We post-mortem accidents. We use thought experiments and accident discussions to familiarize ourselves with risks that we might better recognize them in our own flying. Do we need to get the final conclusions right to accrue these benefits? No. I didn’t see anyone making any bets, and it sure isn’t disgusting. Finally, if he really was a student pilot he was almost certainly not qualified for that flight and not legal for that flight. Without even a PPL I don’t think of him as a “fellow Mooney driver”. It’s tragic but it’s also stupidity that unfortunately will reflect again poorly on GA. Sent from my iPhone using Tapatalk

I’m at 2050 hours or so. May consider at overhaul... but right now I can comfortably depart any runway I’d be willing to land on... already adsb compliant. Next project is probably resealing tanks and maybe paint... Sent from my iPhone using Tapatalk

Ok I’ll update it some time! Here is the present state of affairs.... Sent from my iPhone using Tapatalk

Yes that’s huge. But my reasoning for not converting my O1 even when getting the new prop, is that what’s the point of being able to climb out of airports I’d not want to land at they are so short! I like that the de-rating might be part of the reason my engine is past tbo and still going strong... and it would impact my operations at cruise or even cruise climb not one bit... Sent from my iPhone using Tapatalk

That’s my whole point that the difference between a 280 max hp ovation and a 310 max Hp ovation, especially with the same prop, is negligible up at altitude where wot only gets you say 20” Sent from my iPhone using Tapatalk

Not much extra at 20”mp Sent from my iPhone using Tapatalk

And I can use 2500 but I prefer not to. It’s not a big difference for cruise at all... As to useful load, so many ignore that fuel efficiency = fuel not required to be carried = useful load. Also, how much you can carry with full fuel is meaningless. I’d like all planes to be able to carry their useful load in fuel, minus say 180lbs. Then you pick how to use your load - range or payload... Sent from my iPhone using Tapatalk

Um that’s not how it works... same displacement. Same service ceiling. All ya have is higher rpm available. Which you don’t use in cruise. No turbo. I cruise up high at 2300rpm not 2700. Sent from my iPhone using Tapatalk

In cruise remember you’re not using any of the extra 30hp of the 310hp ovations. That’s reserved for takeoff and climb. I have a 280hp ovation with the new prop. It’s an O1. The 310 hp upgrade wouldn’t make me any faster... Sent from my iPhone using Tapatalk

Apparently no, there is an iPad mini 5 on the way. And who cares the 4 runs foreflight fine too. https://9to5mac.com/2019/01/17/ipad-mini-ipad-half-2019/ Sent from my iPhone using Tapatalk

It’s because it’s way harder to develop quality software for android. Mac/iOS is as much a software development toolkit as it is an OS. The WiFi iPad mini is cheaper and is perfect for ForeFlight. Sent from my iPhone using Tapatalk

Also only of note in sub zero temps Sent from my iPhone using Tapatalk

Apologies, Continental TSIO-520-VB. Sent from my iPhone using Tapatalk

TSIO-540VB I believe, three bladed full feathering. They all behave that way. It’s noticed because it can take me right out of the green and delay departure until the temp comes back up. Sent from my iPhone using Tapatalk

Nope, I’m not. Sent from my iPhone using Tapatalk

On a cold day first run up of the day you can watch your engine oil temp gauge drop dramatically as you move oil in and out of the cold prop during run-up. Of course you’re getting warmer less viscous oil in there. QED Sent from my iPhone using Tapatalk

No one is against any of that lol Sent from my iPhone using Tapatalk

A brand new Mooney or Cirrus have both engine monitors and run-ups. You can’t know all the reasons these tests are in the AFM/POH. Ignorance of doesn’t prove non existence of. Sent from my iPhone using Tapatalk

Watch the oil temp gauge when you cycle the prop in cold weather. You have to confirm that it can flow, more than it is to warm it up per se, fresh oil moving. You’ll see the temp drop. I’m surprised that the feather check is so low, most prop hubs you don’t want to actuate to below 1000 rpm, the check is more like 1700 rpm Sent from my iPhone using Tapatalk