smccray

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smccray last won the day on November 14 2018

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About smccray

  • Rank
    Won't Leave!
  • Birthday 01/24/2000

Profile Information

  • Gender
    Male
  • Location
    Dallas, TX KADS
  • Model
    A36 (Former M20J 205)

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  1. Yep. No question crossing line on the map introduces risks. Times to do it, time to stay away. A blanket “stay away” from all lines is a little too conservative for me.
  2. Sorry I’m going to miss it. Sitting at love field- backup plan since flying north isn’t in the cards today. Including the dry line? Hard to fly anywhere in TX in the spring without dealing with that.
  3. Or for practical considerations- if you need the timer move the iPad. Unlikely that you'll ever shoot a timed approach other than the training environment. If I needed a timer in the airplane I would have to use the GTN or going searching in the G500. I have a clock on the yoke but it's covered by an iPad.
  4. It’s a very personal decision, but I’m very happy with the autopilot control panel at the top of the radio stack next to the PFD. looking forward to seeing your final product!
  5. I have a conflict on Saturday. Unfortunately I can't be there this year.
  6. All you have to do is put the audio panel on pilot isolate and it will FEEL faster...
  7. It's not that % power isn't relevant, it's just a simple multiplier based on fuel flow. However- how do I decide where to park the throttle? I fly WOT, prop at 2500 RPM, then adjust fuel flow to push as much fuel through the engine as I can while keeping TIT (and other engine temps) in a safe range and outside the red box. More power!!! If I need more range I can pull the prop back to 2300 RPM on possibly lean a little more, but that's looking for efficiency. I watch the fuel range on my flight instruments, and I replaced the fuel senders with digital senders that have proven to be very accurate. I typically fly with excess fuel so range has not been a problem for me. Depending on the flight profile I may use a LOP climb (which is more efficient) or slow down a bit in the name of efficiency, but most of the time I pushing to get to my destination as soon as possible, or to get home in time to see my kids before they go to bed. I accept the higher fuel bill in the name of time. The extra fuel probably doesn't make that much difference to block times, but I'll take it :). My J I flew WOT normally at 8-10K ft looking for cooler temps. Fuel Flow was set based on peak EGT. The K (much of the conversation here)- that's clearly a different game with the throttle setting and one I don't understand since the K isn't flown WOT.
  8. Very cool that Avidyne incorporated that into the IFD. No doubt- makes total sense. My A36 is turbo normalized, so I understand the need to track the engine parameters all the way up. Flying LOP, you know HP based on the fuel flow. I also suspect that you're not using continuously variable settings for RPM and MP. You have your normal SOP for engine operations in each phase of flight. If the CHTs start creeping up in cruise, you lean slightly more (if LOP) to cool off the engine. If TIT is running hotter than normal, adjust settings a bit to cool off the TIT. It's all small tweaks- the actual % HP probably doesn't matter much. I put an 830 in my Mooney. It was a great piece of kit. I considered the 900 in the A36 instead of the EIS for the screen real estate. Ultimately I decided to go all Garmin and the integration that comes with one platform. I see a lot of reasons to stick with the JPI, particularly for a turbo airplane. You can't get a numerical value for TIT on the EIS- it's insane. I don't really understand the % HP factoring into the decision for me. The good news is that both the %HP and the TIT display are on the development path for the G500 txi software. However, I always caution anyone from buying from aviation vendors based on features in development.
  9. What does % hp give you? Add the EIS you get a fuel range ring- engine operating outside the red box and you know if you have enough fuel to make it my looking at the screen. The EIS is far from perfect, but I like the integration with the Garmin systems.
  10. https://savvyanalysis.com/
  11. How do you know you’re LOP? Really- this is where we need to start. You’ve said it a couple times- your fuel flow setting does not (by itself) determine whether or not you’re LOP. If you’re closing the throttle, you could be closer to peak TIT, but at a reduced power setting due to closing the throttle. Depending on the setting, you could be ROP at 10 GPH, but the engine running cool enough (as measured by CHTs) because you reduced the throttle setting. How strong is your ignition system? Mags/leads/plugs in good condition? How do you know?
  12. Turbin drivers or turbo? Assume turbo- How far lean of peak are you at 1630? Check the recording resolution of the JPI (take datapoints more frequently than the default) and post a flight with a lean test. I assume you have a 231 from your username- do you have an inter cooler? Are you wide open throttle?
  13. @Parker_Woodruff is more qualified to answer this than me. What is it parker- insurance is 1.5% of the insured value? Higher insured value leads to a higher premium.
  14. Manual gear system is its own backup, so an electric gear J vs a Manual F has some more complex systems. Get into a later J and you have electric cowl flaps, 205s have inner gear doors. Overall it's close enough that the difference between airplanes is probably more significant than the difference between models, but on average I would have to say the J is probably a little higher. Not enough to affect the decision, the J is likely a little higher. I suspect the only difference is insured value. Liability insurance is cheap, insured value is expensive. So the increased value of the airplane drives a higher insurance cost. That said, the cruise speed of the J is faster, so if we want to rationalize, the insurance cost per mile (more relevant that cost per hour) is similar. It's complete crap when it comes to calculating block times for a particular trip, but who cares- this is aviation logic- we rationalize the conclusion. It's cheaper to rent a compact car and drive, but that's not why we're here :).
  15. Operating cost likely to be very similar. A slightly lower fuel bill- so close you probably don’t notice. Slightly higher maintenance bill for some of the J “enhancements.” I’d take the newer ones plane. The difference is slight- $20-30k, but you get it back when you sell the plane.