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Showing content with the highest reputation since 03/01/2020 in all areas

  1. 22 points
    Today I received a letter from the Carnegie Hero Fund Commission with notification that Thomas Hunnicutt was awarded the Carnegie Medal for his extraordinary act of heroism in pulling Mark from the crash. Very well deserved.
  2. 17 points
    It’s finally time to fit the cowling to my bird. It’s been far too long to get to this point, but it’s finally happening. It’s much more carbon fiber than I first thought it would be and super light compared to the original. Time to see if it fits correctly. David
  3. 17 points
    I have discovered now is the time to go to the hangar and get all those pesky jobs done on the Mooney. In the hangar you are pretty much in isolation and can get a lot of work done on your airplane since everyone is into "social distancing".. I highly recommend you take the opportunity to "self quarantine" yourself to your hangar. After this is over our airplanes will be awesome!
  4. 17 points
  5. 15 points
    I hate speculating and won’t here. But I do take exception to someone inferring that an Aspen or any other manufacturer product was involved. Way too early for that. I will say this about single pilot IFR in IMC. It’s the real deal. I have flown a ton of safety pilot flights and I can’t tell you the number of times I have seen pilots get significantly off course or off altitude on an approach with EVERYTHING working in the plane. And for some pilots it doesn’t take much of a distraction or a lack of attention for things to fall apart quickly. It has happened to all of us at one time or another. We’ve been the lucky ones to catch it before it evolves into something bad. Hopefully the NTSB will determine the cause and we learn from it. Sent from my iPhone using Tapatalk Pro
  6. 15 points
    Actually you can self quarantine yourself at 10,000 ft in a little Mooney since there in the sky at least 2 miles away from the nearest human at 200kts seems like a pretty responsible interpretation of the phrase good social distancing to me.
  7. 14 points
    My wife started pushing last night local 21:15 roughly. I asked her to hold off for a few hours until it rolled over to Pi day. She didn't play along. But I've got a new copilot! Sent from my Pixel 3 using Tapatalk
  8. 14 points
    I haven’t listened to the recording but i did read the transcript. I don’t take it as a useless comment. I think the controller was simply trying to get the pilot to stabilize the aircraft and disregard all previous instructions. The reality is this airplane didn’t hit anything in flight. All indications point to a loss of control. If the pilot was seriously disoriented, giving him turn, heading and climb instructions were not going to help the situation. I think this was the controller’s best attempt to try to remove as much workload as possible from a guy in the struggle of his life. I imagine that both individuals felt utterly helpless. One has to live with the aftermath the other does not.
  9. 13 points
    Just wanted to give Alan Fox a big thanks on this forum! I was having trouble finding an emergency gear extension cable assembly for my ‘70 F model, so I went to the internet for help. Alan had the assembly, and I just happened to be on a layover in Philadelphia, 45 minutes from Alan. He picked me up, showed me what a real Philly cheesesteak was, brought me to his shop, gave me the tools to verify the working order of the part, and drove me to the train station to go back to my hotel! Had a great experience, and made another aviation friend! Thanks Alan!
  10. 12 points
    I’d avoid them if possible. Huge egos, lousy CRM and no rudder skills.
  11. 12 points
    Happy pi day! here is to my irrational piplane!
  12. 11 points
    So like Anthony ive read all the posts on this accident. My thoughts are these, but they are based on 36 years of flying quite often in crap weather. As I've got older I've been able to afford to fly longer and longer distances. Not the AFFORD bit. When i was young, flying in the soup manually for two - three hours at a time I found quite easy, I still find it easy but I limit the distance i fly in it manually. After a LONG flight say 4-5 hours, I have noticed a couple of things happen as I've aged, mainly because now i have an AP so the old manual TB10 is no more; these are that although I'm monitoring the flight and "flying the plane", Communicating and navigating, I'm sort of relaxed, so that if I have to then shoot an approach at the other end, I have to ramp up my "wake up" level a bit to make sure that everything is as it should be. After a 4-5 hour flight, I'm knackered beyond the dreams of anyone, it requires a GREAT deal of concentration and effort to fly an approach after this length of time, while when i was younger it did not so much. For example I once flew 6 hours manually in one day Biggin Hill to Nice in France, aged 21, shot an approach and got out and went partying all night as though nothing had happened. Now I just get driven home after the flight as I'm too tired to drive. When I'm 70 I have already said i will hang up my flying gloves, certainly the IMC ones anyway, stick to flying something basic, or just become a cafe rat at an airfield to get my fix. I do high platform Diving, as some of you will know at the end of training I have 15 minutes to get changed and catch a train that is 8 mins away. I catch it with some of the kids I train with, we invariably end up running for the train. I normally about 30 seconds behind at the end, even if i do start off faster. The young people always look behind to make sure I'm OK, they always wait and stop the doors closing if the train is about to leave, just so i can get on. The youth realising what we dont, "the old man is not as young as he likes to think he is". So my speculation on this is that the 77yr old pilot after a long 4 hour flight in IMC, was tired, got overloaded and the rest we know. We also know from other people that as we get older our brains tell us we are still capable, but our bodies and minds really are not, there is a sort of arrogance about it. We tell ourselves we are always right and CAN do this, when in reality we need a little help. Perhaps if this had been 2 x two hour flights, with a 2 hour rest in the middle, we would have had a different outcome. Please to all my friends on this, remember this crash and this post, and realise that we are all not as young as we used to be and thus need to adjust our personal minimums accordingly. RIP SIrs.
  13. 11 points
    Couldn't agree more with both your posts above. I respect there are different views on this but Mooneyspace is not the obituaries section. Many of us here learn a lot by examining the information we have to look at and contemplate what it suggest to us as pilots. Sharing our thoughts that are based on the facts we have to work with helps out all of us that read these threads with an interest in what we can learn as a result of these tragedies. I know I often enjoy sharing my thoughts if I've had the time to delve into it and I really enjoy reading others thoughts based on the data; especially when they bring up possibilities that are very logical based on facts that I didn't see or missed to consider. That's what I consider learning. The detraction's are post that attempt to remind us that we really don't know what happened - duh, whomever thought we were trying to write the NTSB report really doesn't get it. We're not trying to play NTSB investigators for a day, but to learn how we can improve our own operations and mindset to reduce the chances of having a similar incident. Sometimes its not so easy to make the right decision; it may not be perfectly black or white call. Although that's never going to change, I personally believe that reviewing accidents the last few decades has aided immeasurably in adding to the tools I have at my disposal to help with my decision making. Its certainly helped me to see hazards I hadn't recognized the importance of. But so many accidents are constant repeats such as failure to go missed and failure to follow the published missed. I am no longer surprised by these, merely that sometimes it took 3 approaches gone bad in such a fashion before it did become a fatal. Yet these they still reinforce to me the need to take certain rules very seriously. Here is an example I'll share. Years ago, like many CFI's, due to lack of a formal definition of the word "Established" I used to use the common practices of going by as soon as the needle had moved off full scale or 7/8 deflection. But I've since changed. After reading about so many full scale deflections leading to fatal accidents from the pilot trying to fix it rather than go missed , I concluded that waiting till full scale defection was too long, that we needed to be primed to go missed earlier so we weren't still trying to save it full at full scale since once we're at full scale we really don't know where we are and no longer have obstacle/terrain protection. So what made the most sense to me is the ACS requirement to maintain within 3/4 scale all the way. This has changed my mentality such that if we get to 3/4 scale I am now at least thinking I may need to go miss, and priming myself ready to go missed before I get to full scale, with no doubt I am going missed if I can't turn it around. That's my intention anyway. But for me, using my old definition of off full scale or even 7/8 was setting me up for not being primed to go missed till it could be too late at full scale to start thinking of it. There are many others, refinements so to speak that I have learned about or refined my techniques and teaching philosophy through the accident record. But of course it doesn't always take accidents, many come from commercial practices (such as the Derived Decision Altitude or DDA's for MDA's (per OPSPEC C073) ) Really the only speculation I am not fond of us is suggestions of things that there is zero evidence yet to support. Not because I take offense but because I simply don't know how to process them. I don't understand their intent. Its like it can't be a simple explanation that we may have screwed up, its got to an equipment failure or a medical event or hypoxia or CO or .... These come up on every accident as if we couldn't screw up - yet we do it all the time. It may not be intended, but often seems like denial to me. Yet we're all human, we all make mistakes. So why not work on trying to help ourselves recognize mistakes as they are happening so we become better at taking action before they progress to point we scrape metal or cause injury? To do this I really don't need to necessarily wait for the final report. Of course I'll be interested to read it. But the final reports never tells us why the pilot did what they did or what they were thinking. Certainly not why the pilot didn't catch the chain and break it before it was too late. They do present all the available facts which led to that pilot's predicament. But the bottom line is always simply the obvious in that pilot failed to get established, failed to go missed, failed to follow the published miss etc. They rarely tell us why, but they often provide additional casual factors that contributed to the pilots challenge such as an equipment issue. The other issue I have with the sentiment we should wait is that now is when it's real, 1-2 years from now nobody will care. But their is nothing like the emotional impacts of a recent accident to get your soul searching about what we might do as individuals to avoid getting ourselves into a similar fate. The key thing is that the final reported cause doesn't matter for learning to take place, not when we have enough information to consider our own exposure to similar risk and to consider if we are doing everything we can to minimize our own exposure. At the moment, since I am not addressing this accident directly, but the criticism about discussing it. I can't help but wonder why those that disapprove simply ignore the thread. That what I try to do, yet I am no better about it either. But I'll add I am also thankful for those that have posted their position against speculation have done it in very respectful manner which had me liking and agreeing with the majority of their post, just not all. I appreciate the positive tone of that because so often such counter views come off sounding like attacks which I know we all want to avoid. As soon as that happens everybody loses.
  14. 11 points
    On the flight home after being adopted.
  15. 11 points
    I'm not sure if my girl Strava likes flying. But doesn't she look great in her flight jacket and headset? Queen of the FBO.
  16. 11 points
    Got the plane back from the avionics shop yesterday. Here’s my brief pirep after one flight: 1) wow. 2) I’m impressed 3) the thing is super precise and well balanced (neither under nor over aggressive). The “flies on rails” description is accurate. ILS down to 200 in a crosswind is no problem. It would probably fly to the centerline given the opportunity. It is dialed in perfectly in terms of how aggressive you want an autopilot to be. Crosswind and bumps on ILS - no problem. It flies with the same inputs and forces that I would. Much more aggressive than my century IIb in a good way. Used to be bumps I’d fly. Now the autopilot will fly the bumps. 4) the YD servo is worthwhile for two reasons. First it acts as a rudder trim once engaged on climb out and descent. Second it cuts tail wag (we don’t get much if any Dutch roll but we do wag our tails) In turbulence by about 80%. I did a couple of tests during descent and found that the YD took all the slop out of turbulence upsets 4) Automation when appropriately managed decreases workload immensely. My focus can be on planning and monitoring with an altitude hold (wow can’t believe I flew so long without one). Everything else is just icing Other things I realized 1) I ended up putting the GMC507 In the top center position. I think this is the right location. Almost all MCPs on big planes are up top (although they have annunciation/displays). I tended to reference both the lights on the GMC and the Annunciations on the PFD 2) No more GPSs (duh). Flies GPSS profiles using nav. I still need to figure out the GPS to loc transition. Flying nav with approach armed, the plane wanted to do a proper intercept from a course reversal but I conceptually didn’t understand this and took it out of approach decided to fly a HDG to intercept. Wanted to avoid “what’s it doing now”. I’ll need a few VFR sessions with it (and have an IPC scheduled to learn it’s flows better) before I venture off into IMC. 3) unless you’re coming from a BK autopilot there won’t be enough space on your yoke for the required trim switch and AP disconnect button. I wasn’t about to spend $500 for an out of stock plastic piece of unobtanium, so I fabricated a one-off that works perfectly. If I had a 3D printer this would have been a great application. 4) where the century MCP used to be was a bad spot I don’t know how many times my daughter kicked us out of HDG mode with a leg or I did it with my arm Much better and ow there’s a place to put a cup holder Things I don’t like about it: 1) the pitch trim is tied to the radio master. I understand the rationale but I consider pitch trim a primary flight control and think it should be on the master bus. 2) The pitch trim servo motor is a bit weaker than the OEM. I have a little friction at the top end that was never an issue with the previous OEM servo. The GFC struggles with the friction on the ground. With flight loads the friction goes away. I guess it’s not entirely a bad thing that it uncovered a weakness in the trim setup (will need to clean and lubricate the jack screw etc when it’s opened up next). However remember some of the oscillation issues were attributed to friction in the yoke phenolic blocks - same theme, the servos aren’t the most robust but get the job done 3) pitch trim is totally automatic. I used to know where my trim was at all times because I was the one commanding it. Now I need to add the pitch trim indication into my scan so I don’t get a surprise out of trim condition. The 1977 models have pitch trim indicator near the floor. So that’s not ideal. It would be nice if garmin had an up down indicator on the PFD- they do have a warning if it’s out of trim but I’m not sure - let’s say you set it up for slow flight climb at 1.1 Vso and it’s almost full ANU. Will it annunciate that trim condition - probably not since it’s within the commanded reference. Probably also need to remember the Warren vDB adage of grip the yoke firmly when disconnecting the autopilot in case of an out of trim condition. 4) I now fly a highly automated aircraft. I’m going to have to get used to that. I feel like (exaggerating) I went from a stearman to an airbus in one flight. It will be important to keep up with hand flying skills and use the AP as a workload reducer appropriately, but avoid using as workload substitution. Translation = have to work to not become an autopilot cripple. One thing I noticed was that I was no longer manually controlling potential and kinetic energy together using my hands. I was asking the autopilot to do half of it. I ended up intercepting the ILS glide path faster than normal during my first (VFR) approach with the thing and couldn’t drop gear until Vle past the intercept - need to be cognizant about making sure that I’m doing my part. 5) somehow the airspeed units got reset to knots with the software update. Referencing knots on one gauge and mph (what POH shows) in another is annoying. Need to fix prior to next flight. So far the general SOP / flow I’m thinking about for an automated flight is 1) TOGA on ground, hdg and alt bugs set. 2) Fly my normal climb profile - flaps up 400 AGL, clean up plane, accelerate to 120 MPH 2) After takeoff ESP armed 500 AGL, AP / YD on 800 AGL 3) Nav/HDG as appropriate, climb in IAS at 120 MPH (my usuals) 4) descent using VS mode 5) HDG / NAV (GPS) as appropriate to intercept Vertical mode (APP or VS) as appropriate 6) Once on vertical profile set altitude bug to MAP altitude 7) AP /YD off by 200 ft
  17. 11 points
    We hit the 6000 hour mark on our way back to Memphis from San Antonio the other day. Very thankful to have our reliable little airplane.
  18. 11 points
    My baby sitter had an out of town doctors appointment so I got to stay home to watch the little one. We made good use of the good weather to meet up with some friends for lunch in Hood River. Sent from my iPhone using Tapatalk
  19. 11 points
    I just got back from my annual with @AGL Aviation and I could not be more impressed. On time, on budget and Lynn and Tamara are just the best. They got to the bottom of my chronic poor heat problem, and Lynn figured out that my rudder trim was out of spec. He straightened that out, which straightened the plane out and I’m pretty sure I picked up a knot or two in cruise. And as a special bonus, I got to meet @Bob_Belville in person and see his plane.
  20. 10 points
    So I guess I'll update this. I flew the Mooney up to Winchester, TN this Tuesday on my way to Springfield, IL. Nice little airport for cheap gas but it wasn't long before the weather started closing in. I tied the plane down and covered it. I blew up my air mattress in the FBO and had cheese crackers for dinner since Uber wasn't running. Soon my phone was going off for tornado warnings. The winds got BAD. light poles were twisting in the wind. Power to the entire city goes out. I ran out and put more tie-downs on the plane and sat in darkness as the wind picked up to 45+ mph and got REALLY scared if she was going to get hit or not. The building was creaking and shaking. I sat by a window with my pulse skyrocketing for about 40 minute until it calmed down. The next morning, staff came in and confirmed my suspicions- a tornado touched down less than a mile from the airport. A quick check of the controls and systems turned out the Mooney fared fine. The next morning, I filed and climbed out of a thin overcast layer and finished the next 3 hours in smooth air. Made me wish Rosen made visors for the older birds. I used my laminated checklist as a visor for several hours I arrived into Springfield and quickly met my new coworkers. We're flying 172s for 6 months and it wasn't long before the Mooney was pressed into action- we needed to head east to Indianapolis to retrieve one of the Cessnas Two Cessnas and the Mooney in their new home for the time being. We still need to go to Iowa next week to get two other planes (yes I've already warned them about the nose truss)
  21. 10 points
    I swore it could never happen to me....I was wrong....I was on my last day of night currency, so I went to the airport to do my night currency...did two stop and gos...all went well....then I decided to do a night practice under vfr a gps/autopilot approach...and I had some minor configuration issues...and a 35knott headwind and as a sole occupant I made mistakes...my speed should have clued me in ...I was trimmed for approach and yet my air speed was 15k over my approach speed...but it didn’t click...I came into final approach to the runway, and one of my great habits is that I always pull the throttle all the way back for a few seconds....I then added throttle again, but the sound of the gear alarm was unmistakable...I put my gear down and made a great landing. i feel great, yet I am devastated...I need to re-examine my procedures and discipline to checklists GUMPS! thank goodness for mooneyspace as I learn from everyone else’s experiences
  22. 10 points
    Cruze Missile and Rocket Launcher, aka Mooney Missile and Mooney Rocket
  23. 10 points
    Love them dogs, now to us Magneto is the obvious winner and I'm sure you all feel that way about your pups. But who can argue that this isn't the happiest face you've ever seen.
  24. 10 points
    Rusty doing his pre-flight panel check.
  25. 10 points
    Exactly! We go through this same argument about every 6 months, and some people still want to be the conversation police because they're so easily offended. Speculation about mistakes might get just one pilot to double-check their fuel status or rethink their personal minimums and maybe just one airplane accident can be avoided. That's worth offending a few people's delicacies, since I've never heard an accident discussion here on MooneySpace become blatantly disrespectful. So I'll put it out there, once again: if I die in an airplane accident, everyone here has my blessing to speculate all you wish, good, bad, and ugly, about anything I might have done wrong. After the NTSB report comes out, please revisit the subject to drive home the lessons learned. At that point in my life (death) I'm pretty sure I will be able to handle the criticism! I'm a professional pilot who gets 3 checkrides a year. I pride myself on flying as perfectly as possible, but I'm still learning and I have yet to have a perfect flight. Having discussions like these help make some of us better pilots.
  26. 10 points
    Tom and his wife Jakki will be our guest of honor at this year's Mooney Summit VIII in Tampa, Oct 16th. One of our attendee's and MS'er Dan Eldridge has volunteered to pick up their lodging, while my partner in Mooney Pros, Inc. Raghav Mohindra is flying them here in his jet. Congrats Tom! I owe my life to a selfless person like you (thanks Bobby) and can not express my gratitude enough to those engendered so disposed as to risk their own safety to help others instead of getting a few likes with a youtube video Tom is a very humble person who only wanted to help. I am honored to have met him, as all of us will be able to soon.
  27. 10 points
    I'm sorry for lack of pictures but three of us spent 3 days doing this annual with a time crunch for my upcoming move. We started off with overhauling the nose gear. I removed the entire truss and removed the bushings from all the joints. Cleaned the dirt/grime from all the crevasses and lubed and rebuilt it. New LASAR steering horn really tightened things up! After the nose was back together, we removed the old pucks and then fought to get the new ones in. I found a local Mooniac who had the OEM tools and that helped us press the new donuts in. What weird, is I have the SB tracking spacer but we COULD NOT get it on. With the tool at max compression, a breaker bar twisting it, we couldn't compress the donuts enough to get the collar and spacer on. So we elected to skip the SB spacer and just installed the collar. Surprisingly, she taxis and lands fine! No more "8 second ride", even without the spacer! My donuts were dated from 1999 so they were also due. The mains were easy to do with simply the weight of the plane. Then we noticed a faint smell of fuel eminating from the engine bay. Running the boost pump gave us a tiny drip coming from behind the engine. Removed the battery, battery box and found the culprit- fuel line from the gascolator to the engine-driven fuel pump had a pinhole leak. Whoever made this one years ago had safety wire wound around it to hold some makeshift insulation on it. We took it out, removed the fittings and fashioned a proper replacement. Proper AD's taken care of, buttoned up and everything else done, she was ready to go. I can't begin to explain how bad she needed new knees. Grass landings and takeoffs are not anywhere near as bad as they used to and I don't have to taxi around with dancing feet like a taildragger with the worn-out steering horn. Next week I'm loading up my most precious belongings, an air mattess and relocating to Illinois for 6 months- I got a job flying 172s for an outfit doing aerial survey.
  28. 10 points
    The FAA suggests a stabilized approach. Changing airspeeds along final doesn't make for a stabilized approach. My recommendation for all mid and long body Mooneys is 90 KTS on downwind with gear down and approach flaps, turn base at the 3° slope with the aim point while simultaneously reducing power to 15" nominally and adding full flaps. TRIM FOR HANDS OFF. DON"T let the nose go down below 3° which it will try to do before trim has reached the hands off position. If the slope remains at 3°, the plane will slow to 80 KTS with the additional drag created by the addition of full flaps. Adjust final approach speed to 75 KTS (70KTS if light) as you roll level on final. Use Pitch for airspeed and Power for ROD on final and begin the flare about 5 feet off the ground. The flare and reducing the power to idle should be done simultaneous and at the same rate for a smooth touchdown on the mains. I have found that in most cases, depending on the wind, power can be gradually reduced near the touch down point as long as the nose is likewise lowered to keep the speed constant. This keeps the aim point from moving towards you and results in a more accurate touch down near the aim point. For the short body Mooneys whose airspeed is labeled in MPH, everything is the same except it's 100 MPH on downwind, 90 MPH on base and 80 MPH on final.
  29. 9 points
    My airplane had been stuck in Stockton for the past 3 weeks. I had taken it over there to get my prop deice fixed. It was completed a day after the "social distancing" went into effect. It didn't occur to me until a couple of days ago that there was a way to get it back without the need of another person helping me to get over there. I called Atlantic at San Jose International where my airplane is based and asked them if they could get me a car for a one way trip. After talking with Hertz they confirmed, yes. So, for $58 I could drive over and leave the car at Atlantic in Stockton. So armed with a large can of Lysol Spray, Clorox antiseptic wipes, CVS wipes I had bought before they were impossible to get, and several pair of 5 mil Nitrile gloves from a stash I had bought before all this happened, I drove down to the airport yesterday to pick up the car. I put on the gloves and pickup up the keys. I opened the car and spayed it down with the Lysol Spray and wiped the dash and steering wheel with a Clorox wipe. I still was a little uncomfortable driving the hour and a quarter (usually an hour and forty five minutes, but with no traffic...) to Stockton because I didn't have a mask (impossible to get now). My thought process in doing all of this was that I would only have to interact with 2 people, the Hertz person and the Atlantic person in Stockton when I dropped off the keys. I had already asked Mark at Top Gun to leave the plane outside with the keys and logbook entry. So far so good. I dropped off the keys and walked over to Top Gun where the plane was outside as planned. I did the preflight and opened the door. I sprayed the Lysol over the cockpit, wiped down the glare shield and yokes with the Clorox wipe, and kept the gloves on. I started up and taxied for takeoff. I planned on stopping at Byron, C83, for "cheap" fuel. I was cleared for takeoff, and as I started rolling I noticed a crackling sound over my headset but discounted it as a battery issue. However, as I gained speed, I noticed the AOA did not light up as expected. I aborted the takeoff, knowing from a previous experience that the AOA connector was probably not hooked up. So much for my planned 2 person interaction. At least this issue would be dealt with outside. As I walked down the wing walk, I was shocked to notice that the baggage door latch was in the open position. That was the takeoff noise. I profusely thanked the mechanic for forgetting to hook up the AOA. In the past I always check the baggage door before getting into the plane. I also do a quick look over my shoulder before taking off. During the heat of this battle I didn't, and it almost bit me in the a.. Extra care in these times needs be exercised when other things may be on your mind. Other than a bumpy flight over to C83 and winds on landing at 14G24, the flight was uneventful. The gloves were unnatural to me but all the avionics worked with them on. I've not worn gloves pumping fuel in the past, but will in the future. After topping off, it was off again to KSJC. I pickup up flight following on the way back. I've never heard 125.35, one of the major frequencies into the Bay Area, so quiet. I almost asked for a radio check, but as I was about to key the mic, the controller came on and handed me off to the next frequency. San Jose Tower was next. On downwind I saw only a couple of Southwest planes at the terminal. Many times on landing when I ask for a back taxi on the runway if traffic permits, it doesn't. No problem this time. For the time I was at the airport no other planes either landed or took off. Really unusual for San Jose. So the plane is back home in its hangar, and I'm back home to continue our indefinite Shelter in Place.
  30. 9 points
  31. 9 points
    I have lived through some hard times in aviation sales in my 25 years in the business and while I don't necessarily want to face another one, I know that I probably will before I retire. This one may be a little different. After 9/11, the market came roaring back. I am expecting this one may be similar. The recession of 2008 was rough but we still sold planes, albeit at reduced prices. I don't see prices falling too much for at least a year on this one, and that is IF we fall into a recession as a result. The one thing we have with this blip is the whole 'social distancing' thing and how it relates to airline travel. I wonder if there might be a little bump in GA to fill the travel needs of those who have the means and the ability to purchase an aircraft.
  32. 9 points
    My wife and I were headed back from anniversary weekend in Fredricksburg TX June 2016. 20 minutes or so into the trip home to Houston around 9000 ft, a very slight buzz emerged and continued. It could be felt and heard but ever so slight, the sudden onset is why it caught my attention. 5 minutes later it increased instantly, now my wife noticed it. I pushed in the prop a little, mixture in slightly, left mag, right mag, everything behaved as expected, this continued for another few minutes.Then the engine felt as if it was coming off the nose it shook violently, i pulled the power out and it continued to shake but not near like the speed bumps we just hit at highway speeds. I got an immediate heading from center and pointed the nose to Giddings TX on glide speed. Several minutes later, on a long base leg, the airport was in sight, i pushed the throttle in to see what it had left if any, as soon as the RPM started to increase the vibration took over. At least i knew i had a small shot of power if needed, but it wasn't much. Non event landing other than the engine loping badly, it barely made enough power to taxi to the ramp (i figured we were on the ground, and it was already broke) The local mechanic helped me open the cowl to investigate, #3 cylinder was being held on by the baffle and intake/exhaust. all the studs were broken, and some of the nuts were laying in the bottom of the cowl. I was amazed that cause the engine to shake so bad. The mechanic / shop owner / and airport manager set me up in, and let me use a brand new unrented hangar June through October during the overhaul. He refused anything for it, and said he was glad he could help out. There are good people out there
  33. 9 points
    My heart is still racing. I was on about a 2 mile final to 7L. Configured. Everything looking good. Suddenly I saw motion out the right window. It was a Piper Arrow. He came up from under in a hard right bank. He was landing parallel on 7R. He was close enough that I couldn't see either wingtip. Just the fuselage and part of each wing. CLOSE and getting closer. Without even having to think about it, I jammed the left rudder pedal to the floor and pushed. I think, without formation practice, I would have yanked aileron and assuredly would have hit him. Be careful out there.
  34. 9 points
  35. 9 points
    Exactly the point I was trying to make, Hank! By then, we'll all have forgotten about it (except the families, of course) and we will have had at least another 5-10 accidents that we're not supposed to discuss in the meantime- until the NTSB reports come out. In the meantime, there are lots of valuable lessons to be learned by respectfully speculating about possible causes- not judging. Maybe THAT should be our policy: Discuss, don't judge. The type of pilot that visits a website like ours is the type that is already conscientious and is concerned about safely operating their aircraft. It is that type of pilot that will benefit the most by these discussions. The lives we save may be our own.
  36. 9 points
    There is a good chance that an overwhelmed pilot won’t hear anything a controller says. In times of stress, our situational awareness drops as our focus narrows significantly. That’s why it’s important to focus on what will keep one alive: “Aviate, Navigate, Communicate.” Perhaps a calm voice reminding one to “fly the airplane” can be helpful, if it is heard. Van Nuys is one of the busiest GA airports in the country, and its controllers are top-notch professionals. This transcript reflects that: As the controller recognized a pilot in distress and tried to talk him back to this basic—just leveling the wings as asked might have saved lives here. It’s a tragedy for the lives lost and families impacted, but let’s not forget the impact on the controllers working the situation who had to watch an airplane leave their screen, knowing humans were imperiled, and trying to do whatever they could to help. Those in the tower that day will also carry some heavy memories of this incident. Speculation and sniping doesn’t add any value and diminishes the collective professionalism of the thoughtful and dedicated pilots here. Let’s wait for the NTSB to do its job.
  37. 9 points
    Tough recording to listen to. There are many questions I have about the flight and accident, about the pilot and his experience. However for now, I feel for the families. In the air carrier world, we have a lot of support mechanisms, union support for families, company support, government agencies, and very large peer groups for emotional support. All of these assist family and survivors in coping with questions afterwards. General aviation is different. You’re typically alone, single pilot, you have no large support network, only people on sidelines quarterbacking or civilians who don’t understand aviation. We fly older planes with, in my case, very dated avionics and no autopilot. My training regimen is self designed, there are no maintenance techs checking over plane when I’m at the hotel, no dispatcher verifying I can get through weather, no one monitoring my flight unless I ask or file IFR. Let’s all remember we ain’t supermen, we aren’t flying missions to save lives, we can always drive or buy a ticket, or go the next day when the sun is shining. My heart goes out to the families. Sent from my iPhone using Tapatalk
  38. 8 points
  39. 8 points
  40. 8 points
    How could you declare a winner before I post photos of my oldest dog protecting my Zulu Pi Baby? Sent from my Pixel 3 using Tapatalk
  41. 8 points
  42. 8 points
    Sir, your propeller now has grease in it in places it’s not supposed to have grease. Your anal A&P should have pulled his head out of his own Anal Cavity about 160 pumps earlier!! Your propeller will probably have a different vibration to it now, an at some point in the near future it WILL acquire a Grease leak. The method of servicing propellers from 20/30 yrs ago is still the best method. 1oz of grease or till grease is seen coming out is okay, that means it’s full.... That’s good. However grease is like engine oil, needs to be changed sometimes. It will have moisture in it an broken down discolored grease that needs to be purged out!! If done properly with some self governing this is rarely a problem to perform. You have a grease gun that is capable of putting more grease in the prop than can be vented off from the other side of the hub where you remove the fitting(or 106545 pipe plug in newer props) So don’t pump it fast. If the venting hole is clean of no dried out grease or obstruction you can then slowly pump all of the dirty grease out without worry. If the venting hole is plugged or grease is pumped in to fast you will end up filling the center section of the hub where the fork an actuating components are(where you don’t want a lot of grease). I personally like to put 3 pumps in the grease fitting that I plan to pull out for the vent. Those 3 pumps loosen up any obstructions an allow grease an trash to flow out from service the opposite fitting. This is what the inside of your propeller now looks like. The grease in the center could possibly in cold weather make your propeller actuate more sluggishly. Definitely when cycling your propeller. looking at the picture coming inboard from the blade Quad Seal you have the Thrust Bearing Race an the Blade Pre-Load Plate. In between those two parts you can see where the grease is at. That’s where it is supposed to be. It’s the only place in a Hartzell propeller that is supposed to be greased. The grease in the center section is a result of over serving via 90MPH pumping the grease gun handle(A&P admitted it). Said he’s not going to invest 30/45 min servicing the propeller cause he can’t charge for that. Also, why I’m howling here, let’s go one step further. Lets take a look at that grease. The Color of it, it’s contamination level. That’s AeroShell #6(Yellow Grease)back when it was still decent grease. Yes it’s got a lot of miles on it visually, there is no doubt about that. Now let’s go back to the 115N Manuel an the 1oz serving guidance. Now in seeing What most people don’t see inside of their propellers, would you expect 1oz to take care of the service an continued air worthiness of your $13,500 investment that hauls you an your family around? The most highly stressed single component via centrifugal loading on the aircraft? Not this Guy. I’m gonna keep the cleanest grease in my propeller as possible. Less probability of corrosion ect, an I sleep better at night. Alright, it’s late I’m tired an I’m done Bitching.
  43. 8 points
    And in my experience they usually ARE. The Brits kick ass and punch well above their weight, and they show up regardless of the odds. There are no better friends, no worse enemies. Back to quarantining in our Mooneys or hangars? I may embark on a hangar elf party to "replace light bulbs" in my recognition lights
  44. 8 points
    Or maybe it was Garmin, or a KI 258? I listened to the recording. The pilot was evidently having trouble navigating, first low and left of the localizer and then right of the localizer. I have no idea why and will not speculate, but the pilot never mentioned an equipment problem and indicated that he was correcting back on course when queried by the controller. After the first deviation, a different (supervisor?) controller took over communications and instructed the pilot to fly heading 160 and climb to 5000'. The pilot acknowledged the altitude, but not the heading which is why the controller repeated the instruction several times asking for confirmation that the pilot would fly 160. The pilot never did acknowledge the heading and may not have initiated the climb because the controller then issued a simplified instruction to maintain altitude and fly south and subsequently he instructed the pilot to just fly straight and level. Somewhere around that time it appears that control was lost. It's very sad and unfortunate and we will never know for sure exactly what happened in the cockpit. For me, the takeaway is to never try to salvage an approach. If everything isn't right, go missed early and get some altitude between you and the ground. Skip
  45. 8 points
    Exhibit A: the world’s most reliable tachometer congrats!
  46. 8 points
    So, it was a fun day for flying today with a series of storms moving through but we wanted to have a last pre-coronavirus family get together so we made a short hop over the mountains to the Central Valley. Lots of good IFR with the rain, multiple layers and clouds right at the freezing level. Took off right into a rain cloud but the flight over was pretty benign. On the way back, I was pretty proud of myself for having safely navigated the conditions and had even asked for a block altitude to avoid zooming up and down from the turbulence and up/downdrafts. I remembered my pitot heat, had the TKS running full steam and even got direct to the IAF for the RNAV approach. I was all proud of myself until my Apple Watch started beeping at me “your heart rate has been greater than 100 and you appear to be at rest.” How rude! Who wants a watch that follows you around and destroys your self confidence?!
  47. 8 points
    My own flight profile is a short ground run, then a steep climb, followed by a long, flat portion, then a high speed descent, another flat portion, then descent to ground level.
  48. 8 points
    The difference is that there is a lot of people in this world with international media access that would love to ruin the current robust economy to put their own political party back in power. Their efforts are successful, so I would expect the hype to continue until the threat has long diminished.
  49. 8 points
    See, this is the kind of discussion I was looking for. I'm not looking to be "right". I just want to know the why. In my opinion, it's a "standard part", as defined here :https://www.faa.gov/aircraft/safety/programs/sups/standard_parts/media/62fr9923.txt I've always been one to not just follow the leader. I want to know the "why's". as a kid, at church, all the Sunday School teachers called me "desert island kid". Because I always wanted to know, if you were born on a desert island, your parents died, and you were never exposed to the Bible - would you go to heaven or hell when you died. And why.
  50. 8 points
    I know this isn't a "flight of 2020" exactly, but it is sort of ... so I am not sure where I should put it but I wanted to put it somewhere - it brought a smile to my face for sure. I'm not sure if this little guy ever got off the ground. It was a local cardboard box slide a few days ago. This guy has the best card board box I have ever seen!

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