Jump to content

Leaderboard

Popular Content

Showing content with the highest reputation on 06/10/2016 in all areas

  1. Use plain English and tell them what you need or want. The tower controller saw her go down, he doesn't want to have to live with that. I'm a controller myself, and I actually spoke to that exact airplane earlier today. She transitioned through my airspace. She sounded unsure over the radio the whole time. If you cannot except a runway due to winds, you need to say something. It is your life on the line. Not all controllers are pilots. And at an airport like Houston hobby, they're used to talking to professional pilots, who have tons of experience and can typically do whatever you need them to do. The controller wasn't asking too much of her. Anyways, if you as the pilot feels uncomfortable at any point in time, you need to say something. Unfortunately it came down to an uncoordinated turn at slow speeds resulting in a flat spin.
    8 points
  2. Lots of Cirrus's flying around, new pilots in most of them, a plane prone to spin and stall at low altitude, marketing glitz obscuring risks. MHO
    5 points
  3. First solo XC probably next weekend, he wants me to break it up into 2. I have to do 1 more with the CFI even though i passed the XC check ride with the club. I will schedule that for next week sometime, I still have to draw up the plan and do all of the calculations. Plane went out for its 100 hr and was out all week. I've done all my XC so far with out glass. More or less because people keep giving me a hard time about it. You should see what my map looks like.....If anything i am always prepared.
    3 points
  4. Passed my check ride today! Whew...3 years to the day of my first solo flight as well! Thanks for all the tips and well wishes... Here's a quick write up: Headed to the FBO at 7am and got the plane ready. Laid out all the necessary documents (AROW, medical, PPL, annual, pitot/static, transponder, ELT, GPS, VOR)...DPE arrived and we went into the IACRA website to get all the FAA paperwork printed and signed off. We sat down with some coffee and dug into a few questions about what apps I am using and since he gave me my PPL check ride, I was using all the apps he likes (Foreflight and Aviation W&B). We went through how I set up the W&B and he asked about the importance of it (Va) and why Va mattered as well as the 3 kinds of turbulence one encounters (wake, pilot induced and wx-related). Then we talked a bit about the NOTAMS at our airport and how the DH for the ILS 17 at MTJ is wrong based on a new NOTAM. We discussed the route I chose for MTJ to PHX (SID, en route, and STAR), how wide federal airways are (4nm from centerline), MEAs (what they provide), random TFRs (and how they can pop up mid flight like in the case of a forest fire). He asked about required fuel (45 mins, but we both agreed an hour is way better) and when I would need an alternate (123 rule); we talked about lost communications (altitudes and routes). He asked about mountainous vs non mountainous separation and what designates it as mountainous (5-6-5 in the AIM, so basically some fella at the FAA). He asked about VOR checks (when/where/how). We talked a bit about how even small planes can easily fall into Category B on approaches if there is a tail wind and sure enough there was, so I was...and he showed me how the ILS 26 has a higher DH than the RNAV X 26 at KRIL, and how that's odd...and we talked about how LPVs aren't considered precision approaches, but they should be given that in some cases as in KRIL, they bring you lower to the ground. Then we flew. He gave me a clearance to the published hold at MTJ (PAGRE) and to expect an ILS 17 approach back to the airport, departed, entered the hold (teardrop) and I called to confirmed with ATC (him) that I had not received a clearance for the approach (no answer-call again-no answer), squawk 7600 (verbally) and talked about lost communication procedures. He actually talked the WHOLE time, which I expected based on my PPL--he does this to make sure you can handle distractions and of course, I could have told him to pipe down but that would have been rude since I like the guy! Then he cleared me for the DME arc and ILS 17, flew it to the missed, got radar vectors for the RNAV Z 17, to the missed and he gave me radar vectors back to the hold at PAGRE. Enroute we did 2 unusual attitudes (both nose down), back on course, got to the hold, cleared for the VOR/DME 13 but with new wx (Wind 310 at 30), so we circled to land (he talked about how we can descend 100 below each altitude at both the FAF and circling MDA since we have the airport in sight) and then we were on the ground!!!! It was a lot easier than I thought it was going to be. Oral was about 2 hours. Flight was about 1.5. Total start to finish with all the bs was around 4 hours. No steep turns. No weird holds. The wind was calm and the air was smooth. Whew. My remarkable wife and little girl as well as my amazing CFII were all waiting with flowers! What a day!
    2 points
  5. I based my M20G at HOU for about a year and have dozens of arrivals and departures from this airport, I can shed some light on operations there... The airport is extremely busy and is effectively single runway since the majority of runways cross at HOU (and airliners can only use 4/22 or 12R/30L). The accident pilot was sequenced to runway 4 with the winds at 090 at 13G18. She slowed down too early and was asked to go around and join a right downwind for runway 35 due to conflicting traffic behind. She seemed to be having trouble getting lined up with 35 (maybe confusion with the runway layout) and ended up making 2 more go arounds due to being 2 high and unstabilized. The controllers were then making a 4th attempt to get her in on 4 or 35, but there was a tight line of arrivals and it looks like she lost control making a steep turn while getting too slow, but we'll have to wait for the NTSB to say for sure... In terms of runway assignment, generally HOU will only change runways when a crosswind component exceeds 20 knots or tailwind component exceeds 10 knots. Approach has a long line of planes (I've had 10 or more in front of me multiple times), so it's a huge job to change runways. There is also impact to the arrival/departure routes from IAH. On arrival, I'll usually keep 130 KIAS to the FAF, slow to 104 KIAS (Vle in the G), maintain that to 300ft and go power idle and add flaps 15. If I'm coming in on 12R and the bases are high enough, I'll usually offer to side step to 12L. On departure I'll usually get 12R at Mike, or 17/35. On a number of occasions, I've had to suggest alternate sequencing with approach coming into HOU since they are often unaware that I'll have to slow to 104 to get the gear down and maintain that. Whenever I am asked for best forward speed, I advise I'll need to slow to 104 knots to lower the gear and offer to take a vector behind the aircraft in front of me. I've only had one issue where the following traffic had to go around (it was a SWA 737 that didn't comply with its assigned speed reduction). After reviewing the audio, I don't think the controllers did anything wrong. I only wish that either the controllers or the accident pilot had suggested she divert to EFD (Ellington Field) after the second go around where there is little traffic and she could have had her choice of runway. Perhaps the outcome could have been different. In any event, this is a tragic event, prayers for all the families involved. -Andrew P.S. Here is what an approach to runway 4 looks like and you can see the relative position of 35:
    2 points
  6. I don't think so. In all honesty, they went easy on her and were extremely accommodating for the kind of airport it is. I don't think Kennedy Tower controllers, for example, would put up with a newbie that can't figure out how to stay on glidepath. After a second failed attempt they'd probably just tell you to vacate the bravo squawk VFR. Based on currently available information, my probable cause report would be "Airplane impacted hardware store half mile north of departure end of 35 upon go-around. Failure to maintain airspeed resulted in a loss of control stall. Insufficient altitude to activate parachute. Air traffic control was busy but as accommodating as they could be for this type of airspace. A contributing factor was the pilot's lack of experience/confidence to be landing at a congested bravo airport."
    2 points
  7. I have had 3 different conversations, with 3 pilots over the last couple months. Two in flight and one on the ground. The common element was each of them saying, "that's what the controller told me or wants me to do". I reminded them of the word "unable" and their option to request. Also that an aircraft only has one pilot in command and it's not the controller! Controllers are here to help! They are just like us and members of our team. They will find a solution to allow your request or to overcome a obstacle that you share with them. Mcoyne34, Thanks for coming forward and telling everyone to speak up! Low time or low experience pilots need to hear it from a controller.
    2 points
  8. Be aware that on Continentals, the oil pressure pick up is downstream of all the bearings, etc., so virtually an pressure is enough at idle. As compared to Lycomings where the sensor is just after the oil pump. However, the "seat" where the relief valve seats is subject to some imperfections, which will allow the pressure to be a little low at low speeds. Often, the imperfection is so slight that you won't notice at higher RPMs. There is a cutting tool which can be inserted to grind the seat down smooth and allows the pressure to build up higher before the relief valve allows the oil to "bypass". I am not an A&P, but have been through this, and I think this info is generally correct.
    2 points
  9. I think if you look at my grade school photo, you'd have to say it has had some impact. Sent from my iPad using Tapatalk
    2 points
  10. I just finished the annual for the Rocket and was hoping to lock in on a pesky engine oil leak. I had cleaned the backside of the engine really good and ran it pre-annual to warm up for the compression tests, but no leaks developed during the ground run. I installed a dye we use for finding leaks on big truck engines and flew the plane about 15 minutes. When I got back and pulled the cowls, I closed the hangar door, turned off the lights, used the special glasses and flashlight to see the dye, and found a small streak of oil on one of my hoses. I had always suspected we had a hose leak after the turbo failure, as that seemed to be about when the oil consumption and belly oil increased. Following the oil line back it was dry further up the hose. I had to pull my heater scat tubing off to see more, and thought I could see an oil drop coming off a bolt on the rear of the starter. I pulled my intercooler off and sure enough, oil was dripping out of the lower bolt. Discussing with Chad and John Miller over at Kubick's, they said it was either the seal on the front of the starter, or the drain on the starter drive plugged. Chad give me his blessing to remove and inspect, and I found the spring on the seal lip had failed. A few hours later one oil leak fixed. Sorry I didn't get a picture of the failed seal, but I thought it was pretty neat how the dye worked finding this leak. Unfortunately I couldn't take the picture through the glasses, but it really stands out with them. Tom
    1 point
  11. AOPA ANNOUNCES MORE THAN $156,000 IN SCHOLARSHIPS https://www.aopa.org/news-and-media/all-news/2016/june/07/aopa-announces-more-than-156000-in-scholarships AOPA is offering more than 40 scholarships this year worth more than $156,000 through three different programs: AOPA AV8RS teen membership, the AOPA You Can Fly High School Flight Training Scholarship, and the AOPA Foundation Scholarship. In case anyone is wondering - All of these flight training scholarships are funded by donations from members who want to see General Aviation grow and have new pilots fill the ranks. No funds from member dues were used.
    1 point
  12. I think the kids are the same as always, the parents have gone crazy!
    1 point
  13. My only criticism of the controller was the last long winded verbage of what he was going to, probably only added to the load overload of the pilot.
    1 point
  14. If you can't take any chances over the Sierras, you should probably upgrade to something with twin turbine engines. Even the best maintained single-engine aircraft can experience engine failure (although the chance is less than 1 in 50,000 hours). I routinely fly over the Rockies between Seattle and Calgary, so I share your concern for flight safety, but you're not going to be able to convince me that a overhauled/repaired engine by a reputable shop, new prop and inspected/magnafluxed engine mount is less safe than going all new without data to backup your claims. -Andrew
    1 point
  15. Oh, if only Science had been invented in early 70s when the copilot was awarded his Navy Flight Surgeon wings. Gas laws, hypoxia and hypobaric studies were still to come, eons in the future. If only his decades of pediatric experience had been as well-grounded and concerned as Tom's. If only there had been Science in the late 1970s, when I got my license and and then my first little airplane, we might have been much more adequate parents to our middle-sized children. We would certainly not have made :horrors: jokes. If only we had known about Science, we surely wouldn't have taken our dear young'uns skiing at Vale and Aspen, way up there in the rarified atmosphere, for fear of needing a neurologist worse than we might have needed an Orthopod. We would not have allowed them as teenagers to earn their SCUBA certs. (:yikes: decompression!) But we took these unconscionable risks, and more, with our darlings and worse, made silly jokes, oops, sorry, because we thought the risks were far outweighed by life-enhancing benefits. And despite the terrible upbringing, they grew up to be competent, interesting and kind people, they still seem to love us, and seek out our company. For that undeserved good fortune, we continue to be thankful, and do try not to tell them how to rear their own brilliant and altogether-wonderful children. They seem to be doing quite well on their own, but maybe that is because we are ALL a bit brain-damaged, and we just don't know any better. Thank you, anyway for your so-serious concern, Tom. No more jokes from me, even little ones, at least not many, for fear they might provoke self-righteous ire in smarter, more responsible and scientifically-literate folk than we are. Please forgive me my misplaced levity. I am hopeless, scientifically, ethically, and intellectually. It is all that hypoxia. And second-hand smoke in my own abused youth. At least I have never been to Flint.)
    1 point
  16. I would think great service is making stuff that don't fall apart. It's a PITA to R&R the starter
    1 point
  17. Seth is the kind of parent that asked for advice about hypoxia. Some parents try harder. You shouldn't project your parenting values onto someone who is more conservative with their children's health than you were--at least that's what I was taught. If you had taken the time to read the non-hypoxic hypobaric study AND appreciate the neuro development going on in a one year-old you'd probably not joke about hypoxia and you probably would ask for some altitude information (assuming that you believe in science).
    1 point
  18. Wow, I did all those things! Just think about how awesome I would be if My brain wasn't completely turned to mush by my childhood!
    1 point
  19. Oh, dear, Tom... How cavalier of everybody who has driven so heedlessly over high Rocky Mountain passes, while their children dozed peacefully in the back seat. Mea culpa. Mea maxima culpa. I have done that terrible thing, too. Should have invested in a pressurized car. Unfortunately, I didn't have the benefit of your expertise and stern admonishment way back then, and the poor little dears lived to reproduce despite our idiotic abuse. BTW, we have never flown at altitudes requiring oxygen without providing it for everybody, and monitoring them. But, do un-wad thy skivvies long enough to realize that kids get much less quarrelsome at 8000 feet, at least ours did, without noticeable lasting CNS deficit.
    1 point
  20. Long trips work well VFR, if you don't mind adjusting departure/arrival times, exact course, or making an unplanned stop every now and then. I did that for three years, only had to leave the plane once. I canceled several times, too . . . But it's much easier IFR.
    1 point
  21. It wasn't direct exposure to the fuel but rather the accumulated lead in the environment. There have been estimates that the average IQ of children in the U.S. has increased by 6-7 points as a result of banning leaded gasoline.
    1 point
  22. Many Angel Flights and Med Center visitors land at KAXH or KSGR but Hobby LOOKS like a good idea if you're unaware of the congestion. Sent from my iPad using Tapatalk
    1 point
  23. My CFI tells me that cirrus charges CFis big bucks and makes it nearly impossible for them to be certified to train pilots in them. I wonder if this leads to general lack of cirrus specific training for their pilots leading to greater risk? I know here in Knoxville where cirrus is opening their vision center, they have been advertising for a long long time for salaried flight instructors. My guess is that once they are fully up and running, they will require buyers to train there and fully block independent CFis from being able to train regardless. This might be me just reading into it, but I hope these don't turn out to be greed driven death statistics.
    1 point
  24. I appreciate what you wrote very much. But the jist that caveman didn't worry about it so why should we argument isn't necessarily comforting when the life expectancy of caveman was 25, who died of all sorts of things. Diet, infections from minor wounds, pneumonia, getting eaten by a wolf, etc, etc. When I was a kid, no one wore a seat belt. I didn't wear a seat belt. I rode around in my dad's VW bug in that way back area (as we called it) behind the seats - can you imagine if the car was rear ended in even a relatively minor rear end accident? We didn't worry about it. Does this mean I therefore do not wear my seatbelt now? Or put the seatbelt on my kids? Or try not to poison myself or my kids with lead?
    1 point
  25. That is so sad. I don't mean to put down other airplane manufacturers with this tragedy but that is four Cirrus's close to me by either personal knowledge of the event or my Houston location. Last year, a friend of mines good buddy died in an SR20 departure from Chicago to Houston killing himself, son, and injuring his daughter. Then last year an SR22 parachuted down in north Houston into a cul-de-sac of a housing development with passengers ok. Then a few months ago in NW Houston at 60R an instructor, pilot, and his two step children perished while practicing. Now this one at Hobby. Not meaning to bash Cirrus but what is going on. Russ
    1 point
  26. I don't think there is anything wrong. I'd try leaning the engine more. As someone pointed out, your GEM shows you running at 75% power. That checks with the MP + RPM method adding up to 50 (65% adds up to 47). That means you are making a lot of power and the OAT indicated is +13C (55F) which is relatively warm. For the IO360, if you are LOP, 75% power is about 10 GPH. You are running 11.2 GPH which means you are probably about 50 - 100 ROP which is about the hottest you can possibly run the engine. If you want to use 75% power then you either need to get used to running LOP (not in the manual) or something more than 100 ROP and waste a lot of gas. Put the cowl flaps in the trailing position then either use the Lean Find function on your monitor or just watch the EGT's while you lean and lean until they are all decreasing. Once you are LOP you should show a FF of about 10 GPH or slightly less. Once you have leaned, close the cowl flaps and watch the CHT's. If any of them approach 400, lean some more if you can do so without making the engine run rough. On a recent trip (LMO - S50) my #3 kept flirting with 400F. I was running less than 65% power but I was above 10,000' in thin air on a relatively warm day (13F just like you). On initial level off, if #3 hit 400F I'd put the cowl flaps to trailing and lean a few more degrees LOP. Once below 400F I'd close the cowl flaps and watch the CHT. Doing that, I was able to get the most power I could that kept the CHT below 400F (it varied from 380 - 395 depending on the indicated airspeed changes caused by up/down drafts).
    1 point
  27. 1.) Your baffling could probably stand to be tweaked a little bit- most people's could- and that might help a little. 2.). 24/2600 is actually alot of power and leaning to book values should get you book numbers- which, from the IO-360 Type Certificate Data Sheet (TCDS) is a maximum CHT of 500°. This means your engine may be operating exactly like it was designed to run. The old POH also recommended 50° ROP, which now in this day and age is considered one of the worst places to run an engine. My suggestion is to look at Mike Busch's articles and try to run your engine accordingly. One of the things he says is that below 65% power, you can lean your engine to wherever you want and not hurt it at any ROP/LOP EGT. See if you can get "book" fuel flow at a reasonable CHT at 65%.
    1 point
  28. Bob, you're correct. Use the word unable. It's your life on the line, not the controllers. If pilot said they couldn't land 35, the tower controller could've asked the approach controller to give a bigger gap for runway 4. That kind of stuff happens all the time. But the controller can't read your mind. Pilot has to speak up. Don't be scared of ATC. We're people too.
    1 point
  29. Coming from many years in the motorcycle industry and working with tolerances as little as 0.01mm (0.0005") and 1000cc (61 cu in) engines that turn 14k rpm and crank out 200+hp I sometimes forget.....lol
    1 point
  30. Great news. Kelly just bought sky tec so quality is certain to go up,.....
    1 point
  31. I'm no expert in these matters but I live 1.5 nm outside the FAF for Rwy 04 and at times the SWA 737s are stacked up in a line on arrivals. It's also one of the two longest runways. I imagine sticking a GA plane in there is tough for controllers (and pilots). 12L is a GA friendly runway but is parallel to 12R which is also high volume. I've landed there only twice and keeping up one's speed is important. Sent from my iPad using Tapatalk
    1 point
  32. I think that it isn't as critical as most people think. The early service manuals had you measure the rod spring compressions with a ruler. If you set the gear so all the springs are about half compressed, your torques will be correct. I think that they switched to the torque wrench method, because to many people were screwing up the spring compression method. if you want to go through your whole system you can get the preloads very even. I have found that getting both nose gear rods to have the same amount of compression to get the correct torque is vital. You can have one of them causing all the preload and the other one doing nothing, you will get he correct nose gear preload, but your whole system will be cadywhumpus.
    1 point
  33. Thanks for all the responses! I really delved into the effect of lead on a developing brain and it is amazing what has been correlated. So, my plan as mentioned would be to not let her be near where I dump the tanks and to discard of that fuel away from where she is located. I do have a Carbon Monixide digital monitor in the aircraft and I don't have a issue with too much except just like others when sitting place for a while or during taxi with the door open. Thanks again. -Seth
    1 point
  34. Z. Agreed the controller seemed to have gone the extra mile in trying to assist her. It seems like the tight turns may have gotten to her especially looking at Chris's printout.
    1 point
  35. Thanks for the follow-up, Phil. Best regards, -a-
    1 point
  36. what they don't know will not hurt them. Bill
    1 point
  37. Congrats, go get some actual!! I couldn't imagine flying long trips without the rating.
    1 point
  38. I thought this was an old CB Mooney forums and here you go throwing up pictures of a 787 cockpit.
    1 point
  39. Should we change this post now to " will samurai husky get his licence ?"
    1 point
  40. We meticulously checked for any wire interference with yoke movement. None. Static occurs when any plane movement happens, not just either the yoke or the trim. So yes, when you move the yoke or trim there is static during the motion, but even when they are undisturbed and you jiggle the plane there is static.
    1 point
  41. The problem is its a disincentive plan for any future mandate. --Just wait and the FAA will help you pay for it. Also, if the government wanted to do this the right way, it would have paid someone to develop the ADSB hardware, then given the design away to anyone who wanted to build it. The certification cost for a developer would be near zero. New ADS-B transponders would then be $500. --And as long as I am on this rant, a properly run agency would not approve any GPS that could not download terminal procedures and sectionals from the FAA website. There is no reason for pilots to be paying Jeppeson (or Garmin) for public data.
    1 point
  42. Absolutely! The benefit does not justify the cost.
    1 point
  43. Pilot José Mariá Aliaga is welcome to visit MS anytime! Thanks for posting the video, Oscar. Mr. Aliaga has a really nice Hudson River video as well! Best regards, -a-
    1 point
  44. You need a plane able to load cargo. Many of these flights are for getting goods at the city. Some doctors and dentist have smaller planes to attend their town offices or emergencies. Unlike in the US many of the small towns are remote with no highway access. On many towns there is no airstrip you just land at a nearby road or farm. José
    1 point
  45. looks great. On a side note, it's funny what workhorses the KX155 radios are. Nearly every new panel with modern avionics has the KX155 sitting in the middle of it with its decades old technology.
    1 point
  46. Clarence as you well know supply and demand also dictate the price the market will handle. I would venture to say that the disks are outsourced by Lords which just adds to the cost. Back in the 80's I had a customer walk in looking for a widget, I reached behind me and flipped one onto the counter and said $10.95, customer said he could get it across town for $9.95. I told that was a good deal and to go buy one there, he said they were out of stock, which I replied "oh, I sell mine for $8.95 when I don't have any"
    1 point
  47. I'm 24, so money is on the low side, but I have a lot of time. This is the only practical way for someone my age to own a Mooney, IMHO. If this stays on budget, I'll have a safe, competent cruiser for only a few bucks more than $20k all together.
    1 point
  48. Just power up, pitch up to below 80mph (15 degrees ANU), then put the gear up. The plane won't stall power on until around 60 MPH and that takes some effort. since you do a normal gear retraction at 80, do it then. Or climb at 80 to pattern altitude and forget about the gear. A VFR go around is followed by a close pattern and an immediate landing anyway.
    1 point
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.