FloridaMan

oh dammit. I just ordered one today. Let me see if I can cancel it. Canceled the order. I sent you a message.

You suppose Parker Woodruff will make it in?

I'm not seeing them here. I bought some eyebolts from a hardware store and they bent while the plane was tied down on the ramp. :-( mcmaster doesn't have much selection in the "FOR LIFTING" for 1/4 x 28. Are you sure that's the correct thread pitch?

I don't recall having ever met a strong left-leaning pilot -- even among those working low paying jobs and with massive loan debt.

That's a phrase you don't hear so much anymore. You must be old.

I'm surprised I didn't post here yet. I have a '67F with the LoPresti cowling, powerflow exhaust, GAMIs, 201 glass, GNS530 (not WAAS) couple to an HSI, all courtesy of the previous owner. I'm 158kts true at 10GPH at cruise (2450 RPM, 75 ROP, 8000ft) If you're in FL, I'll take you up and let you see for yourself.

I should be there, but I'll probably drive since it's in my backyard. I did the arrival one year and that was enough for me. I feel like a day of sun-n-fun is more than enough for me. Then again, it's more like a state fair for me than a camp.

Is it possible that, while we see the one minute METAR as it was, that it may have changed in the minutes between him checking the weather and taking the runway or that he caught something else, like climbing into wind shear or a mountain wave? I've never been to that airport, but I know that during smooth flying conditions in NM I found myself doing 15 seconds of wind induced aerobatics out of nowhere.

One of these days I'll make it out to one of these things.

I don't think a CNC is what you'd want to use for something this size. I'd go with laser cut parts and a laser cutter for something metal that's the dimensions of a panel will cost more than I think it's worth. If you want to prototype your panel layout and make sure you have all your hole dimensions correct, buy yourself a vinyl cutter for < $400. I found having a 3D printer was a worthwhile investment.

Unless something's changed, the iPhone cannot measure much more than 2G of acceleration.

I see the salary/benefits package as being a fair amount to attract talent to the position.

So long as he's running ROP, everything should be great.

I just asked my A&P friend about this. He says that high oil pressure is good, that you want as high as you can get (115 is fine he says), and that it solves a number of problems, that among these are valve cooling, valve sticking and cam lubrication at startup. The oil pump is sized so that it's unlikely for the pressure to ever be too high on a warm engine. All modern Lycomings have high pressure and they last much longer with fewer problems. The load on the bearings is in the neighborhood of 3000 PSI. The oil pressure difference should be insignificant.

Have you been in one? What was it like?

Easy enough. If anyone needs some, I've got plenty of extras.

I know of one Mooney pilot who claimed his aircraft ended up with hail damage all over the underside of it following flying through a thunderstorm.

Any idea of what those cost to get serviced? I know that within the past decade or so the PC was serviced and there were parts rebuilt. It also recovers pretty well in one direction and not so much in the other which seems pretty straightforward that one side is in better shape than the other.

I will also second the time of day thing. After my experience crossing New Mexico, I would spend the night somewhere and leave EARLY for the trek across the mountains. And by early, I'd want to be rolling down the runway no later than when there's a hint of sun about to rise. Keep your seatbelt on tight. You never know when you might catch a wave.

Seems like the PC in my M20F is a little more sluggish than the POH suggests as it refers to the plane "promptly" returning to wings level when the PC is re-engaged. In my case, if I throw the plane into a bank and let go, it'll slowly recover to wings level, but it's slow enough that if I didn't have a reference for comparison, I would assume the PC was not working. The roll trim works too, though it's a little weak. I've climbed under the panel and looked up and noticed the hoses appeared to be old and possibly cracked. Anyone know the hose sizes and suggested method of getting in there to replace them? I have 201 glass, so the inspection panels in front of the windshield are now inop and my panel has been converted to the standard 6-pack arrangement with the TC in the lower-left.

I guess I'm funny about this. I'm more concerned with they type of IMC than anything else. If it's stable and overcast, it means the air's nice and smooth. Here in FL, I will usually file IFR, but if there are any storms out and about, I will not pick up the IFR until I need an approach. I'd rather stay in the clear and dodge buildups on my own than risk getting vectored into one. I don't mind shooting an approach down to minimums if the cloud tops are low enough that I'll be riding the beam by the time I go into them. I've never experienced icing and I get more nervous than a whore in church when I'm in clouds that have any sort of turbulence in them.

Holy shit. My rear seats recline!?

Also, make sure that you twist the handle and make sure it's locked (both up and down). Otherwise it may surprise you.

I guess the wifi option saves you while you're flying. I'd be jumping out wondering if it was still there.

I don't think you'll find a decent J with that sort of equipment. You can find an E or an F that, with speed mods, will outperform an early "J" model. And you can get one that's already tricked out for < $70k pretty easily. While an approach-coupled GPS would be nice, I'm content with my wing-leveler and being focused on instrument approaches. You'll find that your mind works incredibly well when you're hand-flying an ILS approach down to minimums.