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When the DMC AF9 comes out in 2025 though that old unit is junk for sure. Gotta budget for that. :confused:

This too! Having a sheet with part lifetimes is also useful for sharing with mechanics and double checking their findings. I've had maintenance recommended due to the IA missing a replacement logbook entry; much easier to fixup if you have summary sheets.

I will say the one thing I do track is capital improvements to the plane. When it comes time to sell having that for tax purposes will be useful.

I brutally track expenses in my life, except for flying. Everywhere else I enjoy the efficiency and optimization of it. If I did the same thing for flying it would probably just make me sad.

Have you actually tried that? The whole point I am trying to make is that the elevator maintains constant IAS in the climb even if power decreases. The reduced excess power manifests as reduced climb, not reduced IAS. If anything speed would go up slightly as the prop wash would be reduced...

Amazing. TIL.

From the PHAK (Page 5-8): Power is force*velocity so proportional to v^3.

If you fill your tanks volumetrically your weight changes with temperature too. :popcorn: I make sure to open the storm window and clean the bugs off from the climb so I get a little cruise speed boost.

I don't know how you get between two same-power cruise settings at different altitudes if "you change nothing else about the plane, as you climb". This part of the text pretty clearly refers to a single period in time where the airplane configuration remains constant and altitude changes. I.e...

I still disagree that OP's question in unambiguous one way or the other. But since you want me to "own it" let's just ask. Then we can move on. @WannaBePiloto can you please clarify which of these you were asking about: (A) Why, when setting level-flight cruise power, a given cruise power...

Debating the intent of OP is pointless. If you want to interpret the question as referring to cruise then sure longitudinal stability isn't as relevant. If the goal is to explain why a given trim setting maintains IAS throughout the climb then it is very relevant.

I am just spitballing and have zero data to back this up, but it seems like in theory you could take multiple book-relative performance figures in cruise and climb. The performance deficit is either attributable to airframe or powerplant/prop, and the relative contribution of these would differ...

Interesting, does the camera articulate in a certain way that makes that maneuver possible?

Are you sure you didn't do anything else at the same time? 145 vs. 155 TAS in the same scenario would imply only 82% (-ish) of book power. Did you notice matching climb improvement?

That initial line was virtually made in jest, but people ignore the second part of the post which is basically directly out of the PHAK. The point is that elevator force varying with IAS provides longitudinal stability. Power is only minimally relevant. Read the PHAK.

You're fine. Read the PHAK, fly, and be enjoy!

Precisely this. Power is proportional to velocity CUBED. 130kt vs. 140kt would be a 20% power reduction! Given climb ability is proportional to excess power you would expect a massive reduction in climb performance from this. Does the engine make static RPM? This isn't perfect because the fine...

:confused2: Anyway all I've got to say is IAS stays the same because of elevator force and longitudinal stability, per the PHAK.

Maintaining IAS during the climb is all about elevator force. See the fig from the PHAK.

Sure, the TAS part is irrelevant. The point is that the elevator force is a function of IAS.