wishboneash

Slightly off topic. When ATC announces traffic and you see it on the GPS display/iPad (through the GDL-88/GTX330-ES) but not visually what the heck do you say? It is not TCAS since it doesn't have all the capability of true TCAS, but what do we call this? TIS-B? That is not very easy to say. "I have the traffic". On what??

I have seen the GS go from 114kts to 196 kts within 13 minutes http://mooneyspace.com/gallery/image/34836-img-20131229-102311/ http://mooneyspace.com/gallery/image/34930-img-20131229-101026/ Going downhill, I have exceeded 220kts once.

This is interesting. My engine doesn't idle at around 1000 rpm this winter after I switched to the PP alternator (replaced in summer). I have to bump it up to 1200 or so or the engine dies until things warm up. Since the drive ratio changed to drive the alternator faster, the engine is seeing a bigger load now than it did when I had the old Prestolite. One way to ascertain this I guess is to pull the field breaker on the alternator to see the effect on idle. Unless there is something else going on in cold weather operations.

I have switched over to the Nexus 7. It actually connects flawlessly to the GDL-39 via bluetooth to Garmin Pilot compared to the iPad 2 which was flaky and used to stress me out during the critical phase of starting up the plane etc. I bought an old iPhone 4 which I used for iOS apps like Xavion and recording voice from the Zulu 2 headset. When Avare has geo-referenced plates, I will use the inbuilt GPS on the Nexus 7 for situational awareness on approaches. The GDL-39 GPS does not provide position updates to other apps on Nexus 7 except for Garmin Pilot. Sneaky.

Should have stayed further up on dry land, despite the bumpiness, better than getting one wheel into the water.

Still don't get it. One is a controlled airport the other is uncontrolled. Can't recall if the tower was closed, but still different frequencies, runway orientation etc. etc. Did they just broadcast in the blind and land? Perhaps liveATC has the voice communications.

Usually let it get it up to 100 deg F till I start run up etc. By the time I am in the run up area it is near that. A few more minutes it is fine. The engine monitor limits have also been set to 100F so it will flash when the oil temp is below that.

If I had known I could have done a Billpay from my bank account.

I see the same. My set up is similar except I have the 696 in the dock.

Thanks.. I meant paypal transaction

If at higher altitude it runs rough while smooth at lower altitude, possibly the magneto/spark-plug combo issue. Perhaps try a magneto check at 10,000 ft.

I agree with the poor forward visibility. I would like to try it for the heck of it: -800ft/min, 80mph at a good altitude. Once I get the AoA installed it should be interesting to see what that shows.

Please confirm you got my order as well (sent in yesterday). I may have not put the "Mooneyspace" in the ebay transaction, but sent you a separate email referencing the order. Thanks.

Probably a poor choice of words saying back side of the power curve (not in the traditional sense anyway) since you are definitely not low and slow with a lot of power added like climbing out of a high DA airport carrying a lot of weight. When one is high and fast in a high energy regime one could lose several thousand feet of altitude by pulling back, reducing MP and slowing to around final approach speed or a bit slower. You are nowhere near stall speed (assuming you are not turning as well). Once at 1000 to 1500 ft AGL, push the nose down return your normal flying to enter the pattern.

We have 10 or more who are in. So are we going to send the money to Rip directly along with our postal address?

If one is willing to accept an initial ballooning of ones altitude, you can get into a lower airspeed regime by going to the back side of the power curve with decent rate of descent (as high as you want depending on how slow you are willing to go in this regime!). It might not seen normal doing this, but certainly possible. I do have SB and use them on occasion.

I am not saying having more precise information will not lead to better decision making. It could however lead to complacency and may make *some* pilots operate closer to the edge of stall/spin because of inherent trust in the instrument (and not looking at the ASI). The example about gusts is a valid one. The issue with VFR into IMC is an issue of pilot proficiency and for most cases trying to press on in IMC instead of making an immediate 180. I can't think of too many situations where weather has closed in both in front of you and behind you! If that happened, the initial weather briefing was poor to non-existent. The same with VFR pilots who have GPSs and getting so reliant on it that they have forgotten basic pilotage skills. Having more precise information can lull one into a false security some times.

You forgot me. I am in as well. It would be nice to see the letter Marauder was referring to though before the group goes ahead as an added reassurance. Thanks.

I agree with PTK in many of his points. I think it would an interesting instrument to have and if you would like to push the envelope it could turn out to be useful. However, in my 20+ years of flying I haven't needed it. When in trouble, relax back pressure/push the nose down and use bank instead of aileron to correct for a turn to final. I guess with this approach to flying you will not kill yourself, but you will never make the most "efficient" turn and land at the lowest airspeed. Do you need to? Perhaps in some rare cases into a difficult airport. Even then, if you control airspeed and descent rate you will do fine knowing all your parameters. There is also the likelihood with the AoA indicator you might be tempted to push the envelope to the point that a gust can stall your plane and you don't have time to react because you are basically flying on the edge with this instrument all the time. It's like the IFR pilot, he has a more difficult go/no-go choice since he can fly into weather but his plane/pilot's capabilities may not be up to it. He/she can get into trouble because the limits are difficult to ascertain before the flight. The VFR pilot simply knows he/she cannot fly if the weather minimums on the ATIS/AWOS don't meet VFR criteria. Having said all this, I might still get this instrument since it is cheap enough and offers some interesting insights of the flight envelope of my plane. However, I probably won't be looking at it much except as a novelty item/gadget geek. So count me in.

Same thing descending from the Banning pass where I was at 11,500 ft doing 200kts over the ground down to Thermal (-115 ft). The speed brakes certainly helped.

Sriram Narayan, two year M20J owner. My first and only plane. Learnt to fly in 1991 in a C152. Mostly flew in a flying club and favorite aircraft then were a Piper Archer in which I got my instrument rating in 1998. Got checked out in a Mooney M20E which our club unfortunately sold due to lack of use. I was impressed by the speed and simplicity of this aircraft which ultimately led to my getting a Mooney. Spent years trying to justify buying a plane. Finally did it and settled on the 201. My #1 preference would have been the 252. Ruled out all composite aircraft although I went and looked at Diamond DA20 out of curiosity. From my spread sheet analysis of my mission requirements, the 252 was tops except for the price! I am an analog circuit designer by profession and I am fortunate that I can fly on work since we have a satellite office near Camarillo. Two boys, one of whom got his PP just before going to college. Various interests from SW radio, ham operator, hiking, backpacking, photography, weather, solar power etc … My bible is Stick & Rudder. Having read that book thoroughly I have no problem with speed control of my Mooney! And that's a fact. Recommend every pilot read this timeless book. I have posted here many times, and some of you, I have meet personally. Based out of Livermore, CA which has a fair number of diverse Mooney types on the field. Hope to meet more of you as the opportunities arise. Fly safely ...

$90k C or US is wishful thinking! Avionics looks very dated with a mid-time engine.

I have the run tanks try many times. A non-event.