Jump to content

galt1074

Basic Member
  • Posts

    60
  • Joined

  • Last visited

About galt1074

  • Birthday 10/08/1977

galt1074's Achievements

Enthusiast

Enthusiast (6/14)

  • First Post
  • Collaborator
  • Conversation Starter
  • Week One Done
  • One Month Later

Recent Badges

0

Reputation

  1. Jgreen, First, I didn't laugh when I read the original post the first time. Second, I laughed my butt off after you announced it was tongue-in-cheek. Not trying to hijack your thread here, but it appears to me there are several good twins out there for far less than a Mirage which in my little world is pretty close to lifestyles of the rich and famous caliber. I've seen nice Piper Aerostars, Barons, various Cessnas for pretty low money...of course most of the time you get what you pay for obviously. I may have missed it somewhere in the thread, but what capability are you trying to add? You've bought thirty-some-odd airplanes and I've never bought one...I don't even pretend to understand the ins and outs but I'd like to learn before I spend all my money on a junker. Greg Greg
  2. Quote: mooney2201 if you own a airplane,you can afford to fix it right,with a lycoming factory new engine.you would pay anything if things went seriously wrong,and someone was killed.you got very very luckey,for ten grand difference in engine price,go factory,,by the way it sounds like someone overtorqued cyllinder bolts,i have seen this many times,,,very very luckey you didnt destroy the plane,with off airport landing.
  3. Christian, 1) The answer to this one is largely dependent on what you are willing to accept risk-wise. The probability of losing an engine is pretty low, the probability of losing two engines is extremely remote (unless of course it is your fault through ice, or fuel starvation). However, if you lose an engine in a Mooney over the North Atlantic you are pretty much dead no matter how well you ditch the airplane because you'll freeze in a matter of minutes. 2) Start here http://www.mooneyevents.com/chrono.htm and then you could try http://www.what2fly.com. I'm sort of new to this civilian flying thing but as I've learned researching Mooney's you can get most of them with turbos to get you a little higher, of course you'll need oxygen to get very high. 3) I've been shopping for some time now and Js are about your best bet for a good plane under $100K US 4) If it weren't for the whole North Atlantic flying bit I'd say you are looking for what most of the Mooney pilots I've met are looking for...good cross country platform. However, I know people who make that flight single-pilot in single engine aircraft and it is tough...really tough...and the guys that I know that say that are several-thousand hour military guys with all the right equipment. I've flown multi-engine for the last 3k hours or so and the biggest piece of misinformation out there is the relative safety of multiple engines. First, two engines are more likely to get you to safety than one. However, the performance and safety advantages of two engines is not really double that of one engine, more like one-third again. Two engines burn more gas but don't make you go twice as fast, on one engine you can still fly but pilot technique and workload go through the roof and you only fly about 33% as well as an equivalent-weight single engine aircraft would on the same horsepower due to the amount of drag induced by the asymmetric thrust. I guess what I'm saying here is that I would not make the North Atlantic crossing as a low-time private pilot maybe even in a multi-engine aircraft. I've made that trip a couple times in C-130s and it is not a forgiving route with over 16K horsepower and four engines, I can't imagine what it is like behind 200 horsepower and one spinning prop. In all reality and if you looked at it statistically and objectively, you'd probably be fine...but the price is pretty steep if something goes wrong. No "ifs" or "buts"...you ditch in the North Atlantic, you die in a matter of minutes according to all the military survival training I've been given. Greg
  4. Hey folks, I know there are a few of you on here that are in the Albuquerque area and I was wondering if any of you would be interested in letting me share expenses for a quick flight. I've never had the opportunity to ride in a Mooney and I'd like to see how they fly and get a feel for the amount of room inside before I get much further in the shopping process. Reply or shoot me a PM if you wouldn't mind and let me know the particulars. I'm essentially completely unavailable during the week for my job but usually pretty free on weekends. Thanks Greg
  5. Mazer, would you reccommend the LS800 over the Acer in the SkyPad 3 package?
  6. Quote: danb35 Actually, depending on what you're using for a PDF reader, you don't need iTunes to do that transfer. GoodReader, at least, has a number of other options for getting content into the app, one of which is over WiFi. See http://www.goodiware.com/gr-man-tr-wifi.html for details. You can also download PDFs over the Internet and open/save them in GoodReader. That said, I'm not aware of any CAC-aware apps for iOS that are currently available--though it looks like there's some development going on. See http://www.thursby.com/PKard_Reader.html for some information that might be useful. I'm not trying to talk you into an iPad, but I'd like to try to set the record straight on any misconceptions you may have.
  7. Quote: danb35 I'm afraid I don't have any information about Windows-based EFBs (though AnywhereMap is another option, FWIW), but I'd like to briefly address the "chained to iTunes" remark. You aren't. In fact, you don't need to use iTunes, or for that matter a computer, at all to use an iPad. As long as you have WiFi available for it, you can install apps, download data, and back up the device to the cloud without ever connecting it to a regular computer.
  8. Folks, Does anyone here have the Seattle Avionics SkyPad 1,2, or 3? What about the Chartbook? I know a lot of people have and love iPad and Foreflight but has anyone had Foreflight and another system and could tell me the advantages and disadvantages? I think I'd rather have the SkyPad because I'm used to Windows, everything at my military flying job is Windows, and I don't like the idea of being chained to iTunes. I've searched through the Forums a little for "EFB" and gotten some decent stuff but very little on the Windows-based systems. Thanks for the inputs! Greg
  9. Quote: ChristianGodin I am a new IFR rated pilot flying a 201. Equipment is a 430, VOR, ILS, 496, XM on my ipad and the 496, autopilot couple to 430. My experience is approx. 10 hours filing IFR in VFR or MVFR. Living in North East. Beside avoiding ice and tunderstorm can I fly in any type of clouds? Can i trust my XM? Should I file if I am not sure to be on top?
  10. I use Navigator. Just today they added some functionality like weather overlays and some shortcut buttons to commonly used areas. Not up to Foreflight yet I don't think, but it seems to get better every couple months.
  11. As a guy with about 2600 hours on "steam gauges" and the last 300 hours or so in an aircraft with a full glass panel and a HUD, I would say the following: Reading the steam gauges is intuitive simply based on the movement of the needles. As many of you have said seeing trend data based on the movement of the hand on a clock-style instrument is a matter of just seeing the needle move as opposed to reading the actual numbers. In addition these gauges are simple to operate (besides dialing in your baro and adjusting the horizon line, no inputs at all in most GA aircraft), and they are fairly reliable when they are electrically operated. C-130s don't have vacuum systems, everything runs off of AC electrical power cleaned through a series of transformer-rectifiers and AC-DC-AC converters. However, with proper training and well-formatted data presentation the flat panel displays are more reliable (in my experience) and feed more information to the pilot who can manage to take it all in. Especially when that data has been processed to the extent that instead of flying pitch attitudes you are on a flight path indicated by a climb-dive-marker and energy cues that provide both instantaneous feedback and trend data on pitch and power. Once you have learned to fly on these instruments and embrace their capabilities and limitations, I can tell you it quickly becomes a challenge to scan a six-pack. Now the HUD part is a whole-other-level of safety but that is not something you will likely see on a GA aircraft any time soon. It suffices to say that if my student roles into a 60 degree bank and his altitude changes by more than 10 feet and his airspeed changes by more than a couple knots, he has some explaining to do because of the cues in the HUD. In short, I think they are a double edged sword. If you are properly trained and proficient with the use of the various systems involved, glass cockpits provide exponential improvements in the data the pilot is presented with. Without that training and proficiency the differences in the way the data is presented coupled with the workload requirements to ensure you are "flying formation with the box" (keeping the GPS and the glass cues updated) can quickly overload a single pilot in IMC. I personally think the reliability of solid-state electronics far outweighs that of vacuum gauges and since I am comfortable with glass now I would be seeking that in an airplane purchase. My two cents. Greg
  12. Quote: scottfromiowa My first complex time was in an Arrow. It was a 120-130knot airplane and seemed "fast" compared to a 172 or Cherokee. The Mooney is a 130-150 knot airplane. I will defer to Arrow II users in comparison to the F&G Models...My son is just under 6 feet. He rides up front and "girls" wife and daughter fly in back seat. As stated any panel can be "made what you want".With Mooney out there the Arrow just wasn't in the game for me. The fact that you are having a hard time deciding says to me that speed is NOT the primary mission...because if it was as well as build quality and flying characteristics the F&G are superior in a Mooney vs. Piper IMO based on use. To sum it up I would NEVER buy an Arrow over an F or G Mooney....EVER.
  13. Hello again all! As I continue my shopping and budgeting process I'd like some input from you folks. I rent a Piper Arrow II from the local FBO and I've taken it on a few cross-country trips. For those of you who have flown both aircraft, how do the interior dimensions compare between an Arrow II, an M20E and the later stretched models like the F and J? The Arrow II is about the right size for me, my wife, and two kids to go on a cross country...the last one was about 3.5 hours. Any smaller than that and I think it would be a bit uncomfortable. While I'm at it, I'll ask what every Mooney flyer probably really wants to talk about, performance. In reality, how much faster should I expect to travel in a Mooney over an Arrow? Honestly the Arrow is pretty nice because it has an Aspen PFD and MFD connected to a Garmin 400 and it is pretty easy to fly. If I could just learn to land it (I'm used to landing a C-130 sitting about 10 feet off the ground so the runway look pretty big in the flare when I land the Arrow). Thanks for all the help you've given me so far. Greg
  14. Quote: jetdriven The problem is too many aural tones. It distracts you from flying the plane. If you have a continuous tone like a variometer in a glider, that is going to get annoying real fast.
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.