Tomas Vykruta Data Daily

discussion here: https://groups.google.com/a/ google.com/forum/?fromgroups#! searchin/pilots/ partnership From a friend: I'm in a 3-way  partnership  on a 172 and have had no complaints. Be sure to iron out all of the details up front (who pays what? when? what happens when they don't pay? how are exceptional situations handled? who is responsible for what? how does the plane get booked? how can people exit the  partnership ?). In my case we have a 10ish page notarized contract. CYA. Hopefully, you won't ever need to use 99% of that document, but you want to have it in place in case bad things happen. Thankfully, my two partners are extremely reliable, and we miraculously have non-overlapping schedules due to our different jobs so availability has literally never been an issue over the last 3 years. We each fly 40-50 hours a year (when I initially looked into the partnership  the break-even point was around 30/hours a year compared to a rental for our plane and our mark

I've been in discussion with twincessna pilots baout  LoP  operaiton, very good article here: http://www.twincessna.org/ forum/pastissues/ Sept2013Final.pdf   "Dollars and sense" Best writeup I've heard on  LoP  operation, and finally explanation of why RoP is actually worse on engine than  LoP . Written by a lycoming engineer and pilot who studied and flew  LoP  for many years. . However note that the 25F  ROP line produces much higher cylinder  pressures. Pressure and temperature  equate to wear and tear on your engine.  That’s also why the line representing  25F ROP is the worst place to run  your engine: highest pressure, highest  temperature. The combination makes for  the highest wear and tear for a common  ROP range of about 25-75F ROP. This comes as a bit of a shock, because this is exactly where I've been taught to operate RoP. 1. lean to peak 2. enrich mixture until 50-100 degree temperature decrease from peak

POH & V-speeds POH v-speeds are typically cited in terms of mtow (max takeoff weight). Reality is, you are rarely flying anywhere near max takeoff weight. Just how does weight affect v speeds?  We know this formula: v speed factor = sqrt(weight/mtof) Real life flying with empty plane Copy this spreadsheet and modify weights for your own plane. How does this apply to real life, every day flying? If you don't adjust v-speeds for actual weight you are grossly violating vspeeds of a plane. It's alarming just how much. Let's look at two examples. vRef for a Cessna 310Q is 93kts at mtow of 5500lbs. If you're flying close to empty weight, the adjust vRef is 71kts. You'd be landing 20kts over desired speed! V-Ref of a Cessna 172 If we look at a very simple plane like a Cessna 172, a vRef of 60kts at mtow becomes 51kts at basic empty. Even if we add a 170lb pilot and 30m of fuel it's a 54kts vRef. You're landing 7 kts over desired speed. Expect t