201er

Alright guys. So if I redid the poll and added an option "Cirrus" who would be voting for it as their #1 safety recommendation?

§ 3.675 Cylinder head temperature indicating system for air-cooled engines. A cylinder head temperature indicator shall be provided for each engine on airplanes equipped with cowl flaps. In the case of airplanes which do not have cowl flaps, an indicator shall be provided if compliance with the provisions of § 3.581 is demonstrated at a speed in excess of the speed of best rate of climb. Interestingly CHT and Fuel Pressure gauge are required equipment for our airplanes in order to be type certified. Ammeter, OAT, EGT are not. So it is my understanding they can be removed entirely. However, the CHT and Fuel Pressure, since they are not required for VFR/IFR flight can be marked inop (if broken) till the next annual. They way I understand it they are required for certification rather than flight rules or airworthiness.

Brett, you may want to get your Pitot/Static looked at cause I'm sure it must be wrong! How the heck do you do that??? I can't get that sort of speed firewalled on everything.

Sometime you're up there with nothing to do, can you take photos of not just the speed but also the EDM830 and post those side by side? I'd like to see all the engine parameters alongside the speed you're getting. It's not disbelief (well maybe a little) but out of curiosity how everything else plays in. BTW, what's your mag timing? And when you're getting these speeds are you hand flying or on autopilot? I think George tends to be worth at least a few knots and if he's got multiple hands then possibly more.

Why don't we make a section for bonanza flying squirrels while we're at it.

Not everyone gets 155ktas and a 25+ year paint job with no wrinkles.

I was talking about affordable safety devices.

Ok, so I've started a few discussions about a few gadgets I value but I'd like to open this up to a broader discussion of what one single device you would recommend to others as the most accident preventing or life saving item they should buy (if they don't already have). Instruction, proficiency, and meticulous maintenance aside (because I don't think anyone but the dentist would argue that these aren't money well spent when it comes to safety), and given a Mooney, what devices do you think help improve safety? Feel free to post a numbered list from most to least, but vote on the single most. Vote on what you'd recommend to others but if you've experienced something that saved your life, be sure to share. The reason I believe there may exist a dichotomy between what may have saved you and what you'd recommend can come down to probability. So for instance if a traffic avoidance system saved you from an imminent midair, it may be the greatest thing you ever bought but you may not believe that midairs are frequent enough to merit others investing in the system. So if there is such a split in opinion, be sure to state it.

Yeah, but it's so rare, that it's newsworthy. Cars do it all the time so it doesn't thrill anybody.

The 2011 Nall report for 2010 GA accidents found that "a total of 420 individuals were killed in the 245 fatal accidents." It certainly is unfortunate and I think we would all hope to get this number down to as close to none as possible. But to put things into perspective, here are some other things that are more likely to kill the average GA pilot than an airplane (based on 2010 CDC stats): Tuberculosis - 569 deaths Hepatatis - 7,564 HIV - 8,369 Malnutrition - 2,790 Meningitis - 608 Hernia - 1,832 Motor Vehicle Accidents - 35,332 Water, air, and space accidents - 1,029 (420 were in GA) Accidental discharge of firearm - 606 Accidental drowning - 3,782 Falls - 26,009 Homicide - 16,259 Drug Induced Death - 40,393 Alcohol Induced Death - 25,692 In other words you are more likely to shoot yourself to death playing with your gun than with your plane. You have a better chance at surviving an airplane accident than disease you might pick up from a hooker. You are far more likely to drown at the beach, in the pool, or in your own tub. And for those of you whose wives complain that your mooney is more costly than a drug addiction, you are nearly 100 times less likely to die of it as a result. Note: Since I know some of you are inevitably gonna get your panties all tied up in a knot about the lack of scientific correlation between number of hours flown and exposures to risk... I know. Just some things to think about. My point is that if you eat healthy, stay away from bad stuff, don't piss people enough to kill you, and otherwise live a fulfilling life, the chances you are taking by enjoying your favorite hobby (even to the max extent) are far outweighed by other things that can bring it to an early termination. So fly safe, be responsible, and enjoy.

I think he got some kind of mod to block some air from the front to allow them to be hotter to even things out. Byron, can you explain that more?

Now I can't ever tell you to upgrade. You got a J Mooney for F money. Who cares about the back window? Very nice panel, paint, and all around very well kept plane.

Alan doesn't believe in TAS. I didn't have enough info to do a calculation. Ground speed going there was like 120 and 152kts coming back. It's a fast plane, don't get me wrong. But he'd have to be pushing it to get relaxed J speeds. Maybe Alan can give us a better idea of the numbers. I'm still shocked you get J+ speed out of your F! It takes some effort to break 150ktas in mine. What kind of RPM/MP/alt are you pushin to get 155ktas out of yours? That's about the top cruise speed in mine at 75% power at an ideal altitude. Realistically I'm seeing just over 150ktas in a more normal 65-70% LOP cruise around 9gph and 145ktas on 8.

Well my front's are running way cooler than yours. Back cylinders are the same. Baffling seems good on the back cylinders and keeps their temp reasonable. Not sure why the front gets to be so much cooler though. What I'm trying to say is that I don't think that the back ones are getting insufficient cooling but rather that the front are getting proportionately too much. Anyhow, bird is in for annual at MSC, so I'll see what he thinks about it.

Well his E's no J

Thanks Chris for inviting us, it was a wonderful event. And thanks Alan for taking me in the Mooney and not cramming me into a bonanza.

Yeah. At least that much. It's not uncommon for the fronts to be under 290 and the back over 360. I wonder if people ever "rotate" cylinders like they do with car tires to even the wear?

I dunno. I have an analog one. But my guess would be that X number of dots is Vx, Y number of dots is Vy, and Z number of dots is Vso. What you gotta do is fly some known weights/configurations that are close to book value and see what your AOA shows. Then calibrate your interpretation to those indications when you are at alternate weights/configurations/etc and don't know the absolute values. I didn't just start flying my AOA. In fact at first I didn't appreciate it and just flew speeds. But I started to see correlations and learn how the two compare. Thus I learned to make the most of the AOA and realized that it is more telling than the AOA when you are flying slow or in complicated configurations. As suggested, I'm going to try to shoot a video showing my AOA indicator while doing a pattern. I'm just not sure how to show the gauge and outside at the same time without the gauge being too small or cutting out the outside view since it is on the bottom of my panel.

I think you demonstrated well enough today how the one you have is barely sufficient for you to get by If we have to hear it, then you're already doing something wrong.

Some Bonanza guy had a mirror installed on his wing so that he could visually make sure his nosewheel was down after 2 gear up landings. Didn't stop him from making a 3rd. Just saying.

Since you guys have been bugging me for a new video I quickly through this one together on my last xcountry flight from Linden to Michigan and back in one day. Some IFR flying and a tour of some of the gadgets.

Terrible shame. I'm not going to get into what I think is statistically superior for improving survival. But what I will point out is that traffic systems are crappy. I have the pcas Monroy ATD300 and recently got a dual band Clarity-SV ADS-B receiver. I don't have out, but in the vicinity of my home airport I can nearly always catch someone else's traffic. The Monroy with traffic antenna is just outright inadequate. It misses a ton of traffic and often doesn't report till after I've seen it and it has passed. The Clarity displayed on my IPAD with wingx is better (when it gets the updates obviously). But you know what, I've had plenty of traffic reports not far away, I knew exactly where they were in relation to me, and I still couldn't spot them with my eyes. I figured the ADSB traffic is the same as ATC telling you (except it continues tracking it and giving you a better picture of where to look). Sometimes this helps me find the traffic but many times, I'm perplexed how I can be unable to see something 1-2 miles away. So from my experience, this traffic situation is tough and the gadgets barely help. The amount they assist you is no more than the amount they distract you. Perhaps airline level TCAS is better, but the stuff available to us isn't that good and worse yet even with the info we can't find the traffic. I hear the jets saying they don't have a visual but are following on TCAS all the time. Scary.

Comparing the stall horn to an AOA indicator is like comparing the gear warning to an ASI. Yes, the stall warning operates on the same principle but it's only giving you a last resort warning (in the event of an aggressive or banking stall it's probably too late). On departure, if the stall warning is going off, your climb rate is going to be terrible. Usually the time the stall warning goes off on departure is when you're desperate for that climb (hot/heavy/short) but putting yourself in the place where the stall warning goes off means you're not going to get that climb you seek. By glancing at an AOA, you can aim for the pitch attitude that will give you that ideal climb without regard to weight, temperature, cg, bank angle, flaps, etc. So while the warning is good to have, it's not giving you the useful information that an AOA gives you to prevent getting to that point in the first place.

I'd rather see antique planes. BTW my schedule cleared up, so if Alan picks me up, I'm there.

Be sure to post pics.