aviatoreb

Quote: Seth http://www.msnbc.msn.com/id/21134540/vp=47070975? This link is the video and ATC of the space shuttle circling DC on the 747. Right now (as in live) -Seth

My two cents - I got into flying in the first place because I dreamed of puffy clouds and blue sky and flying amongst them. Get into flying because it is just amazing and your dream. That is the best reason. I discovered that it actually can be used as proper transportation SOME of the time only a bit later. Sounds funny that but the "try it" demo flights I had previously had starting as a young kid always been local sight seeing missions and it sort of gave me the impression that was all the was to flying small airplanes - and that was just great as I got into it with that in mind. Now I have a speedster airplane because its just plane cool (pun intended). Oh and I can get places fast. The really cool thing about using the airplane to travel is I replace 8 hrs of boring driving for 1+hrs of what seems like the thing I would rather do and be and what I would do on the weekend anyway if I didn't need to be somewhere - just fun! As already said, your mission profile stretches the limits of do-able - as stated quite well by several pilots with way more hours and experience than me. More even than the distance is the expectation of the regularity and reliability - since a fact is that weather and sometimes severe weather happens, and an axiom of that statement is that flying east to west over long distances usually guarantees some kind of interesting weather. Most of all I worry about getting into flying mostly for the purpose of the mission of making a schedule. I think that is more likely the halmark of a dangerous pilot - meaning unwilling to wait and fly another day - or at least a few hours later. Quote: nosky2high A little bragging; Over the past 11months we've flown our M20C over 190hrs with all four seats filled 65% of the time and at least two seats filled 95% of the time. Our usual weekend flights are 170nm (one way) so going round trip twice on a weekend is usually just over 5hrs of flight time to facilitate a weekend visit with my kids. Well worth it since the drive is 4.5hrs (one way).

Quote: xftrplt Sorry, guys, I shouldn't have used the term "synonymous" in acceding that--in this precise context--the terms appear--at least on the high-school level--to be used interchangeably (according to several math sites, like wikianswers). To me, however, it injects a unnecessary degree of imprecision, as José points out. And I gladly respectfully defer to our resident math professor, who states they aren't interchangeable.

Quote: allsmiles

Quote: butchgilbert I looked at many PA-46s and almost pulled the trigger on one, but since I am 6' 4" I couldn't sit in the seat comfortably, and the rudder pedals are not adjustable. The airplane must have been built by engineers who must have been under 5' 10"! Remember, in a Piper/Beech the spar traverses the cabin OVER the flooring, in a Mooney is goes under it. Very limited cockpit space in the Malibu/Mirage if you're tall. But having pressurization would be the way to go. IMHO. Butch

Quote: jetdriven

Quote: donshapansky I have heard many pilots who don't really understand the procedure say that they don't see any advantage to LOP

Quote: donshapansky .. The No. 5 cylinder always is first to peak but the peak can vary from 1580 - 1610 F...

Quote: donshapansky The true advantage of LOP operations is the ability to increase MAP and get back the lost speed that would be the case of NA (normally aspirated engines). In my case a ROP setting I used was was 29" @ 2450 rpm would net around 73% power and 22 gph to keep the hottest cylinder around 385 - 390 F. LOP, the numbers you see are dictated by air density to keep all cylinders 50 LOP or greater will vary on a given day between 16.0 down to 15.0 gph, with rpm at 2450 and boost at 32.5 MAP the power will show 70 - 73%% on the EDM with very little loss of speed. That is the real advantage of LOP operations, cooler, cleaner engine on less fuel with little performance loss.

Quote: donshapansky The true advantage of LOP operations is the ability to increase MAP and get back the lost speed that would be the case of NA (normally aspirated engines). In my case a ROP setting I used was was 29" @ 2450 rpm would net around 73% power and 22 gph to keep the hottest cylinder around 385 - 390 F. LOP, the numbers you see are dictated by air density to keep all cylinders 50 LOP or greater will vary on a given day between 16.0 down to 15.0 gph, with rpm at 2450 and boost at 32.5 MAP the power will show 70 - 73%% on the EDM with very little loss of speed. That is the real advantage of LOP operations, cooler, cleaner engine on less fuel with little performance loss.

Quote: Shadrach Hi Don, I am sorry to revive an old post - but I was rereading all those posts regarding Rocket engine ops and this one by you really caught my eye. I am confused by one thing that you are saying here. Isn't it LOP that power is simply proportional to fuel flow, and for 7.5:1 compression ratio as is the TSIO520NB, that the constant of proportionality is 12.7hp/gph. So 15.0*12.7=190=>190/305*100=62.45% of max power. Why is your edm showing different values for different days at the same gph if this proportionality concept is correct, ranging from 64-73%? For example LOP shouldn't 73% be 17.5gph? What am I missing? You see in my rocket, I have a EDM-700 which has all the instrumentation readings to allow me to find nice LOP settings but it will not directly tell me my hp - so I have been using that 12.7 multiplier factor to infer my HP. Thanks, Erik

Quote: 201er I'd like to know what's the difference between the two and pros/cons? My mechanic puts in Avblend and doesn't stock Camguard, says Avblend is better. I don't know if it makes a difference or just two names for the same thing. Ready, set, fight!

Quote: pjsny78 I have a problem and am hoping someone may be able to help. I unfortunately have to tie down my plane as no hangers are available nor affordable where I reside. The problem I have is that birds like to perch on my tail and crap all over my plane on the same spot everyday. I’d like to stick a spiked strip of some kind up there but I don’t know if that is the best way to go about this. Does anyone else have this problem and have found a solution? I am really looking for something that will not be a long process to do. Any ideas would be greatly appreciated.

Mooneyspace also hates macs, ipads, phones, and other unpc stuff.

Nope, but it seems pretty useless. Still have to have the headset, still have to have the plug in. Saving a couple feet of wire doesn't change much.

Quote: crj700 ... we were cruising a 501 kts. ...

Quote: borealone Discount Canadian carrier Westjet has solved the challenge of getting increased useful load on an aircraft - replacing cabin air with helium. Check it out :

Quote: jerry-N5911Q Because then you can buy it where it's really cheap and fly your next 8 hours off fuel at that price.

Quote: aviatoreb Ha! No kidding - I just found out yesterday - from this thread on Mooneyspace that MAPA has a mailing list. I have been a MAPA member for a year now. An information source like that needs a search function if it will be of any value. I joined MAPA last year - just because it seemed like the thing to do since I got myself a Mooney about 1 year ago. Its nice receiving a glossy magazine in the mail with a picture of a Mooney on the cover if nothing else. I plan to go to one of their training events later this summer. Seems like a good idea.

Quote: Hank Participation in the mailing lists would probably be higher if they were advertised. I'd been a member for a couple of years before I found out about them. They have a wealth of information, it's just painful to dig through the archives looking for it.

Quote: JimR Those PA-30's with a pair of IO320s are pretty nice. The guy in the hangar right next to me had a M20C last year and after a gear collapse, landed himself in a PA-30. He burns 16gph total at 170TAS. Not too shabby. And he claims 1800fpm initial climb rate. I wonder what his climb rate is with one engine out with those little engines. When I asked him that, he said it is better than my airplanes climb rate with one engine out. And a former Mooney owner he was too. How quickly he has turned!

Quote: carusoam Back in the day, Garmin provided the same data, but in a more usable fashion. They brought graphics to a portable device. Stuff they designed and built a decade ago is still valued today. WingX has been slow to fully develop their application. I am looking forward to the marketing battle. I expect increased quality and lowered price to be the result. Garmin is indicating a positive note towards the iPad hardware. Best regards, Anthony

Quote: rbharvey If you cant beat em, join em, ..and always try and charge a little more for your big brand name, classic marketing....

Quote: Skybrd Another good twin that has good performance but less costly is a Piper PA-30 Twin Commanche. My dad had two of them before buying a C-340. I wouldn't mind having one but my Mooney is just right for me at this time. I remember the first PA-30 my dad had went over 2300 hours smoh before an engine change. He took good care of it and flew it often. Here is a web site on the PA-30: http://en.wikipedia.org/wiki/Piper_PA-30_Twin_Comanche

Quote: Bnicolette Appears as though their trying hard to get into the mix. Garmin Releases Simple and Powerful Pilot App At the Sun ’n’ Fun Fly-In in Lakeland, Fla., this week, Garmin released the new Garmin Pilot aviation app for Apple iOS and Android devices. Garmin Pilot incorporates a number of features in a package that is much easier to use than the earlier Pilot My-Cast. A key difference is that Garmin Pilot replicates the look and feel of the latest Garmin avionics, including icons and interfaces used on the GTN touchscreen navigators and the aera 796 handheld GPS. Features include GPS navigation, trip planning, flight-plan filing via Duats and “electronic flight bag capabilities,” according to Garmin. Preflight tools include full weather data and imagery, AOPA Airport Directory, fuel pricing and fuel burn, en route legs and arrival-time calculators. Flight plans can be modified easily on the map screen by “rubber banding” a leg around weather or obstacles. Garmin has also included a switch to turn off own-ship position display. Garmin Pilot includes IFR high and low en route charts, VFR sectionals and FliteCharts. Geo-referenced FliteCharts and SafeTaxi charts, which can display own-ship position, are optional. Garmin Pilot is free for the first 30 days then costs $9.99 per month or $99.99 per year, plus another $49.99 for geo-referenced FliteCharts and $29.99 for SafeTaxi charts.