wishboneash

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

Garmin Pilot (GP) + Nexus 7 + GDL39 + Garmin 696 = heaven! I have Avare as well, and plan to use that for IFR approaches once they have the geo-referenced plates working. I will keep GP with the basic subscription as it's currently more complete than Avare. The GDL-39 only works with GP for ADS-B traffic and weather, and I like that on the Nexus 7.

The aircraft engine drives a prop that puts a lot of stress on it (even when perfectly balanced). The auto-engine drives a gearbox which is rotationally much less stressful on the engine bearings etc.

I like the 696. The Nexus 7 (in my case) will never replace it. I can crossfill my flight plan from the GTN650 and the convenience of the knobs is great in IMC. The GDL-39 drives both the 696 and the Nexus 7 (with Garmin Pilot). I will update the database on the 696 every once in a while. http://mooneyspace.com/gallery/image/33781-right-side-of-panel/

Any form of taxation which is not based on a fixed percentage of income can be considered "socialism" since it penalizes some more than others. Why is this relevant now? It's been in place for decades.... So are we going to debate socialism versus capitalism here? I don't have a problem with that if that is what Misc Aviation talk is going to be about.

How about we cut out the political commentary on this site?

There is a long straight in segment unlike continuous DME arcs to the threshold at KMTN. A tricky approach is the VOR 19R approach into Concord, CA. There is a 20deg course change after crossing the VOR within 2 miles of the runway. You miss that turn and you do a missed approach! http://155.178.201.160/d-tpp/1312/05320V19R.PDF

I am going to be doing the same thing this winter for my J. I haven't been using Camguard though with Aeroshell.

About $12 per year is what I would pay for it. Used it several times on my iPad and it doesn't have an Android version last time I looked (a couple of months ago).

The Mooney looks fast. The Cherokee looks like it is standing still. The gear retracted makes all the difference.

http://www.actionnewsjax.com/content/topstories/story/Pilot-crash-lands-in-St-Augustine/qckfRa3RX0eqIJzlDM1K4w.cspx Tail# N5808T

This is good. Thanks for publishing this. I plan to annotate this after customization to my J model with some shots of the panel associated with each of the steps you had.

I have the JPI-700. The issue I have is at lower altitudes where I could easily exceed 65% power without knowing it unless I start opening the Lycoming manual. Relying on CHT alone is not going to tell me everything it seems. If I want to operate on the edge of the red-box to get max speed, I would need better instrumentation. So I go conservative like you do as above to be safe.

-deleted- gross errors in my conversions!

Well, it is getting interesting. Is it heat or the pressure? I guess both are important. In my set up I have no gauge that tells me about being in the red-box and it seems CHT is not a direct indication of how I am treating the engine although it is better than nothing. So it comes down to looking at the tables in the operating manual and calculating my % HP output at a given OAT, altitude and adjusting the power by setting the mixture & MP setting to stay out of the red-box. However it seems like if I keep my CHTs fairly cool and reduce it according to the OAT correspondingly I am going to be safe in terms of ICP.

I am waiting for the day when one of the engine monitor display graphically shows the red box and where the engine is currently operating. It seems like all the modern engine monitors have all the information to display this, from FF, MP, CHT, EGT, altitude, temperature. Why don't they have this representation? WIthout much calculation or assumptions (I don't have MP, tach info in my engine monitor), if I keep my CHTs under 380 or so am I guaranteed to be out of the detonation range and out of the red box? I also keep EGTs under 1500 or so. I usually rapidly lean towards LOP and enrichen to 50deg or so LOP and FF around 9.5gph. There is no issue above 4500 ft, but below that altitude I am not sure exactly where I am. Hence would CHT give a clue? Thanks, this is an interesting discussion.

I agree with you. I have the 650 and didn't realize I could have removed the old KMA-24 audio panel and put in the 750. I have the 696 for the big display as well. I can definitely live with it, it is more of a convenience thing than any lack of functionality.

Hi Bob I have a similar set up with the 650 and waiting to put in the GDL-88. Do you get stereo out of the XM radio to the headsets? I only get audio on the right side.

On its way...

There's no way mine does 155kt @ 8gph. What TAS would you get if you decide to become a gas guzzler and run at 11 or 11.5gph as the original poster did?

I have the Zaon XRX PCAS as well. I don't depend on it as it does give a lot of false positives. Long term, with ADS-B out and a ADS-B rx it may become obsolete. Currently I don't have ADS-B out so my traffic picture is incomplete and the Zaon does help but then again it misses a lot too.

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