wishboneash

This is new to me KMOD 231718Z 14004KT M1/4SM FG VV001 05/04 A3039 RMK AO2 T00500044 Is the M in front of 1/4SM indicate "measured" visibility? I have seen other METARs without the M in front. Thanks.

Wow on the speeds! I can't get more than 18.8gph at sea level on take off. How did you get 20gph? Mine is an A3B6 engine so it is not as fast as the A3B6D engine with the 25deg timing.

I can see the advantages of the 796 over the 696 because of the bluetooth support for the 796. I can't get rid of the GDL-39 (non 3D version) to get the data into the 696 which is the onl device that supports a wired interface to the 696 for traffic/weather. If it were the 796, I could upgrade to the Flightstream 210 and get rid of the GDL-39 and I would have bluetooth to my Nexus 7 running Garmin Pilot and to the 796.

It was the M setting - I corrected my original post as well.

Correction: I used the 1080p 24fps Medium field of view in the GoPro 4 Silver

It has been LIFR to IFR for most of the morning/early afternoon here at LVK for past few days. Re: the rounded object perhaps you are seeing the vertical fin separating the wingtip fairing from the main part of the wing?

Thanks all for the nice feedback. Encourages me to do more of these! The scenery indeed is spectacular especially this time of the year.

Thanks for the positive comments! Yes, Wishbone Ash is the classic rock group from England. I am letting Youtube to process the video to stabilize it, let's see how that looks to remove the "oscillations" at the end. I was at 11,500 ft and didn't want to climb over the puffy whites, but found the gaps and descended to 9,500 over CA-50. Had head winds of 30knots and took me 1hr 5 min for this flight. Surprisingly, there was little or no turbulence.

Thanks. The vibration is due to some kind of natural resonance/engine rpm amplified by the wing (tip mounted GoPro). Not apparent inside the aircraft.

I put some money into the venture, but looks like it is not going to make it.

I wouldn't give up the 650 for the 430. I can do things much faster on the 650 even though I got fairly proficient with the 430 after a few months. I agree the keyboard can be a bit of a pain compared to the 750, but everything else is superior to the 430 (airways, changing the flight plan, and access to info is quite a bit better). Also the GDL-88 interface back to the 650 I heard is better compared to the 430 from what I heard (I got the GDL-88 after I had installed the 650, so I don't know first hand).

I have the 696 and the GTN-650 so I have to deal with both interfaces. The 696 is on the copilots side and I have to reach over a bit and so buttons make better sense since I can't precisely touch the screen. Moreover, I get to deal with the old 430/530 interface and don't have a chance to forget it

The key phrase is "long term". If you are close to the ground, have a certain profile to fly, one has to do what it takes to meet the short term flight profile. I do that myself. So I am not disagreeing with most of you . If things are less hurried, yes, I will level off by pitching up to reduce speed as I approach an airport several miles out, put the gear down and so on. If you are 300 ft AGL, nailed the GS and you have to reduce speed, by all means go ahead to reduce power first and pitch down to avoid going below the GS, but I don't do that 3 miles from the runway.

Fine. As you wish. One has to make the power adjustments quickly enough or almost simultaneously to avoid ballooning or undershooting, but that doesn't change the physics or the aerodynamics. By the way, I agree with your statement that you cannot control energy with the "stick" and I never said that you control energy with the stick.

I look at this differently and I have had discussions with some CFI/CFIIs on other forums on this topic. If you are maintaining level flight and at say 100 knots and want to increase your airspeed (let's say to 120 knots), the first thing you do is pitch down to increase airspeed (from the original premise that pitch controls airspeed and power controls altitude). As soon you do that, you are moving into a higher energy regime (i.e maintaining same altitude but demanding 20knots more airspeed). If you don't do anything about it (i.e. add power), you are going to go down. It has nothing to do with the fact that you pitched down that you are going down. It has to do with total energy. So you add power to maintain the altitude. On the ILS you may be going down at 500fpm at say 90 knots, if you want to go slower, you pitch up. Now you have too much energy (same rate of descent desired), so you cut some power until you see the same -500fpm again. I think for long term stable flight this is the right way to fly and there is no confusion on what controls what. It is always pitch for airspeed and power for altitude. As Langewiesche in Stick and Rudder points out, you can achieve anything short term by pitching up or down to change your altitude but that is not a stable situation. I will stick with Langewiesche says and ignore what CFIs say if anything different from this! In practical flying it has worked perfectly for me and it has made me a better pilot. I have an AoA as well which is nice to have and definitely has some benefits in high work load situations.

Here's a picture of my install. The wiring is now not visible. http://mooneyspace.com/gallery/image/35355-cya-100-normal-flight-conditions/ If I redo the panel, it will go into the panel flush mounted.

It has LED lights green through red. Simple to install and calibrate. It also has a tone which can play through your audio panel when the airspeed/AoA falls below your set limit.

Short term, you can do what you want; pitch for airspeed or altitude (sloppy flying). Long term, pitch always for airspeed and power for altitude. Read Stick and Rudder - all you wanted to know about basic aerodynamics of flying!

CA is not that bad when it comes to avgas prices. It's the auto gas prices which tends to be lagging behind other states. Petaluma is now $4.10/gal for 100LL.

I too don't have too many options at my home airport because of parallel runways. Keeping the speed up and increasing the bank is the only way to avoid a potential head on with another plane heading to the parallel runway. Not getting into this situation is the best measure in the first place but due to winds it could throw one off and one has to be prepared to deal with it. I have an AoA indicator and so far I have never seen it go off except on the flare.

The actual debris location was 60 miles south east of last known radar location from what I read. Maybe he tried to turn back? I guess the black boxes for both flight and voice data will reveal all soon.

My trip from Longview, TX (set off in the afternoon around 2pm) to California was KGGG - KDAL - KSVC (Silver City, NM). Overnight there. Then to KCGZ (Casa Grande, AZ) - lunch, overfly Blythe, Twenty-nine Palms, Bakersfield and straight to Livermore. Skirted Restricted areas easily and no O2. This was done within 24 hrs.

Between 5.5 and 6 qts.

For the J, I get a peak FF of 18.8 gph EGTs from 1285 to 1329, CHTs 338 to 358, OAT 66F