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Showing content with the highest reputation on 02/19/2017 in all areas

  1. Alton Bay Ice Runway (B18) - What a great day.
    8 points
  2. Here's a very simple and maybe counterintuitive formula for getting a good deal on an airplane. Choose a model that you like. Buy the most expensive example of that model. If you can't afford the most expensive example, choose a different model. While overly simplistic, it is somewhat true. I'd fine tune this formula by saying to buy the best condition, best equipped, best panel, best engine, etc that you can find in the model you're after. Do that and 2 years down the road, you'll realize you got the best deal.
    5 points
  3. Just returned from Longview with new paint by Aerosmith Aviation. Scheme was done by Scheme Designers and is a combination of the 2009 Acclaim and the 2009 Piper Mirage tail. Very professionally done and great customer service.
    4 points
  4. Got mine a couple of days ago. Velcro'd above the intercom and below the glare shield. Taking it out for a test flight today. I never use the heater here in Florida so it does not get much use but I'll check it out today. Sent from my iPhone using Tapatalk
    4 points
  5. A good avionics shop should know. On my panel upgrade all old wiring was removed and replaced. This is the hardware in the back of my plane and how a good avionics shop's work should look like.
    3 points
  6. My impression having bought a couple of planes, is that deals are seldom to be had. The best bet for used aircraft is to find one that has been well loved, and don't try and find too much of a bargain. A bargain plane can really bite you later if things are missed on inspection... pay a fair price, and move forward. Some people overprice, make a fair offer and if they don't accept, just move on. Sent from my iPhone using Tapatalk
    3 points
  7. I did pick up our pup with the plane, about a 45 minute flight home. She is grown up now and loves the car. I should get her used to the plane too.
    2 points
  8. Now about that Ford... if it has a catalytic converter, it won't keep running on seven cylinders. The cat will pack up. As the back pressure builds, the engine stops running very well.... Preemptively swapping out spark plugs is better than changing out cats... often, when the service engine soon light is turned on, the timing and/or mixture get adjusted to a 'safe' rich setting. Dumping excess fuel to the cat is going to kill the cat over time... ------------- +1 on getting the rigging boards out... Consider Having a rigging day fly-in... the boards come out and everyone can see how close theirs are to being well rigged. The only cost comes with the need to make adjustments. Thinking outloud.... -a-
    2 points
  9. Brad, Congrats on the big 1000 posts! A panel with so may modern indicators is a sure sign that the finance administrator likes you to fly. Best regards, -a-
    2 points
  10. Yep to go down fast, drop the gear put out the brakes and dive in a 45 degree bank and go to the max gear extended speed. Sent from my iPhone using Tapatalk
    2 points
  11. I 100% agree with don's assessment. Moreover- the guidance he posted is applicable to any aircraft that is equipped with speed brakes. the key to speed brakes is to remember- that any time you deploy them, you are consciously degrading the efficiency of your aircraft. There are circumstances outside of your own control that may dictate their use... but if you think ahead enough and stay ahead of the aircraft enough... and ATC doesn't paint you into a corner- you should be able to fly more efficiently without them. just my opinion.
    2 points
  12. It's been a long search, but it patience has paid off. Thanks to all for the info and encouragement shared on this site.
    2 points
  13. Cyril: See the picture below. You already know how to create a new topic from the top right of the screen. When you do, you will see two options on the middle left of the screen. Under "Create New Topic" you will see the options under "Topic Details." They are "Content" and "Poll." Take it from there. My work is done here.
    2 points
  14. Sometimes they do, sometimes they don't . . .
    2 points
  15. Yesterday, another ki258 bites the dust, less than 10 hrs on an overhaul. This time vfr. Thankfully, the "non primary" Aspen was on board. Please rethink serious ifr (all ifr is serious) with only a "fine Swiss watch" ki25x IA and no backup.
    2 points
  16. Purchased mine from Amazon today. Sent from my iPhone using Tapatalk
    2 points
  17. I'm hoping a new user signs up in a couple of days calling himself "mynameisalsonobody" or "armyhelicoptersRcool". And none of us will let on that we know anything about it but be glad that Dave's back.
    2 points
  18. I decided not to rummage through tax returns and garbage financial data today then I tackled my baffling that folded down in a couple places, I suspect at my annual the MSC did not ensure the baffling was in the proper position,prior to putting on the cowling and presto it formed folded down. On a trip to West Palm last month I noticed my temps were up on some cylinders so I looked at the baffles and yep. I purchased the materials from Aircraft spruce last week and used the bad pieces as a template, then used a pop rivet thingie for the first time, geez worked great. Fit great looked great. Took it for a test fly, they stayed in place, plus the temps are back to normal, I can't believe I did it and it worked. I attached the before pix and after pix. My Observation every time I bring it in for service I'll mention to the mechanic did he make sure the cowling is over the baffling properly, grab my flashlight and check it before leaving, It's a real shame having to look over the shoulders of the MSC mechanic but lesson learned.
    2 points
  19. We idle at 1000RPM to keep the cams wet.
    2 points
  20. I agree, which is why I do exactly as you described, but he is 76 years old and isn't going to change. He can keep popping jugs until he quits flying, but I sure as hell cant win an argument with him on anything. Haha
    2 points
  21. While I agree that speed brakes become less effective with lower speeds, I use them to some degree in most landings, and keep them deployed on rollout. The electric units pop in and out so quickly that they can be used to "fine tune" the last few hundred feet before the flare. I fly out of a 2600' runway, which means you don't want to float down it with excessive speed. With full flaps, and speedbrakes deployed, and in no headwind landings, it is easy to roll off the runway below 1000' from the approach end. This means that touchdown occurs just as the stall warning starts to sound, and the red light in the CYA-100 AOA lights. I've had speed brakes on all three of my Mooneys, and I find them to be a useful tool. I also find them valuable when having to descend rapidly to get under closely spaced Class B rings where topography limits getting lower too soon. I know that some MS members regard speedbrakes as a crutch for "poorly planed descents", but I have no problem using them as just one more tool in flying. By the way I have a light on my panel that lights up when the speedbrakes are deployed, but at high speed, the rumble alone, and the instant perceived speed reduction makes their deployment quite obvious-and you always look out on the wing. Sent from my iPhone using Tapatalk
    2 points
  22. I also fly a Lear 60, have over 15,000 hours and 7,000 hours of night time. A Grumman is no more or less an airplane than any other, just one that fits my mission and budget. "Cool" is operating an airplane that best suits your mission, at a price well within your budget and with a high degree of safety. Sad that some think others are less worthy because of the aircraft they own. I guess I have a unique ability, I look forward to learning from everyone, regardless of experience level, background or the aircraft they fly. The OP originally stated his desire to inexpensively comply with ADS-B. Depending on his existing equipment, cost efficient compliance may not start with purchasing a Garmin navigation system. There are less expensive alternatives he may not be aware of. The FAA is not going to shut down all the VORs, they aren't even going to shut down most of the VORs. If they did, what would be the backup to GPS? GPS is easily jammed and a backup is needed both on the ground and in the airplane. Deciding to sell your SL30 and install a new GPS nav system because you read on a post that the FAA is going to soon turn the switch off on all the VORs, could be a decision based on misinformation. More research would be wise.
    2 points
  23. UPDATE: After 3 re-orders (wrong parts) finally got the the gear working MUCH MUCH better. New bushings and hardware in the main gear did the trick, there was barely any play (few thou) in the individual pivot points but by the time they all added up it was enough to make the difference. The mains are at 255 in-lbs each and the nose is 115 in-lbs. I can now sit on the wing-walk and reach in with my left hand and cycle the gear, and from the left seat its really a breeze. I had added all the plastics that enclose the nose wheel well and knew the J-Bar was touching the plastic when the gear was extended (wasn't the issue), so while I waited for the next wrong order I slotted the plastic so it wouldn't eventually crack a few years from now when it gets brittle.
    1 point
  24. I'm thinking I've been thinking the same thing. And I'll bet AGL would be willing to host such a party. Maybe another "Mooneys to the Mountains" fly-in.
    1 point
  25. I'm looking forward to Cyril's next steps..... Best regards, -a-
    1 point
  26. Yes, the K was great for me but with two 200# passengers we simply couldn't go far enough in the comfort we (mostly they!!) wanted. Pilot's are always happy when flying almost anything but my pasengers and family weren't and that of course has weight on the situation. The new bird carries a lot more than many reasonable single engine turbo props and is also bigger. Turbo prop parts and maintenance depending on model are in another class as well. For example, a meridian costs more and while faster, is much less roomy and can only carry 5-600 pounds of load with full fuel. A jet prop conversion is in same boat and either way i am not a piper fan other than the M600!! TBM price wise is way up there in comparison and still while much faster, is smaller inside and due to budget alone wasn't even in the picture. PC12 is great but again cost much more so not in picture. The 421c, even the most premium example of one can be had for a K like value proposition. Price to all around performance is hard to beat and while still piston powered is a the top of the food chain and is a solid work horse. It is like a suburban, the nose alone can hold nearly 500#'s or 4 sets of clubs easily while everyone in back is comfortable and clutter free. The twin to single safety can be argued all day but it usually works like this... When I only owned a single I had the same feelings about a twin safety, now that I fly a twin my opinion has changed. The 421C is powered by GTSIO 520-N engines which due to being geared are unique to the model giving the cabin the quietest cabin in GA with a prop, no headsets needed.
    1 point
  27. Yes, but I prefer this for the forecast value (easier to use): https://www.windytv.com/?700h,40.451,-101.909,7
    1 point
  28. If your offer is accepted, you obviously offered way too much.
    1 point
  29. There is no rule of thumb, my advice is to narrow your search to a particular model, and any must haves for you to consider it. Then constantly check various sites, makes notes of any that fit your search requirements. Keep doing this, it will give a feel for what's a good price and when see a plane drop in price that is a clue the seller is motivated. Sometimes they get listed for a good price right from the start, these don't last long, and can sell within days. If you have done your homework you'll realize it's a good buy and be ready to jump on it.
    1 point
  30. Ice landing. I have always thought that would be a great experience!!! Tom
    1 point
  31. Same experience, remember these are "certified"!?!
    1 point
  32. I quit them after having the same issue. I'm now a tempest user and won't ever go back. A bonus...Tempest has a magnet! Sent from my iPad using Tapatalk
    1 point
  33. At the Sun n' Fun event I am always told to land at the taxiway. No big deal and it expedite traffic flow. If Ford would have landed on the runway the B737 would have to wait for Ford to clear the runway. Well done Indy. José
    1 point
  34. The lead scavenging additive doesn't work well at lower temperatures: http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/technical-talk/techart-18-30071600.html It explains why we idle at 1000rpm, why cylinders need to be warm, why we do should do run ups (it's not just for testing the magnetos), lots of good stuff.
    1 point
  35. I showed CNOE this, but we flew at two different speeds at 10gph LOP. One was about 10-15 knots faster. The 30 LOP setting was much faster The 90 LOP. Still running smooth. Still running cool. 10-15 knots faster for free at 30 LOP, this is with the throttle pulled back some too. Pull throttle back, go faster on same FF. Counterintuitave. I don't think after about 30-5 LoP, that HP=FF directly. At least not on the lycoming IO-360. Carson didn't correctly assume that engine efficiency would be less at lower power settings. 88 KIAS is a very low % of power and the engine won't produce, say, 60 HP on half the fuel flow as 120HP. Anyways I thought Carson speed was 1.23 x min l/d or around 123 KIAS.
    1 point
  36. I have a KFC 150 and got tired of all the GS capture confusion. I called Autopilots Central and asked them. What nice folks. They had a KFC 150 on the test bench and said they would test it for me. The result was that it captured the glideslope from above or below just as the manual states. Before the flames start, I too have failed to capture in both directions. After more research I solved the mystery. The KFC captures by detecting the zero crossing as you pass THROUGH the glideslope. In a normal capture from below this is hardly ever a problem. The glideslope needle comes down, goes a tiny bit below center, capture occurs, and it flys the glideslope. A capture from above works similarly. The problem however is the pilot not the KFC. I, and a lot of others, do not want to fly through the glideslope from above. Hence we either level off above or right on the glideslope. In this case The KFC will never capture as there has not been a zero crossing. Fly through the glideslope from above though and it captures every single time. If you are having a really good day you can fly to and exactly on the glideslope from above or below and it will not capture. Once again the explanation is the same, you must fly THROUGH the glideslope, though only by a needlewidth or so, for capture to occur. Since discovering the above I have had failures to capture but none that I could not explain.
    1 point
  37. Did a little experiment. 4 CO detectors side by side while I was heating up my hangar with a propane heater. Only the Sensorcon unit picked anything up. The other 3, including one with a temperature gauge didn't move. None of them triggered an alarm but I expected the ones with a zero PPM number display to begin counting up. Sent from my iPhone using Tapatalk Pro
    1 point
  38. OMG! You just discovered a new debate point for LOP v. ROP that has not been beat to death! Break out the gloves fellas.
    1 point
  39. I read the same thing in the press and I only know of the some of the details of the recent engine out landing accident on the golf course. He did an excellent job of dealing with the engine out off field landing with only injuries to himself and plane in very high density area. The second, described only as incident, and if true that "Ford was forced to make an emergency landing" that was also an excellent outcome since "He and his passenger weren't hurt". In the third, I know nothing, but as a CFI I know its my utmost #1 responsibility to provide a safe environment for learning, so without further evidence to the contrary that accident/incident would go on his CFI's shoulder - not his. No one likes to see engine out accidents/incidents, but the FAA is not going to fault the pilot that gets the plane down without hurting innocents unless the pilot caused the engine out. Again, I surely don't have all the details on these, but it seems very rash to criticize him for probably doing far better than the average pilot in such situations. Of course one could say luckier than average too; but clearly made his own luck when he headed for the golf course in the first one.
    1 point
  40. Great advice. Rig the ailerons with a person on each pushing up with about 30-40 lbs of force. That's where they'll be in flight.
    1 point
  41. Allen at corporate Jets in Birmingham did it. He caught the control configuration suggesting out of rig. I had the seller fix one item but some left roll still remained on flight test. Basically it was take to or walk away time and being 2K++ in on PPI, and Maxwell estimates max of 4.5 hours to rig it, just decided to access that and a few other squawks rather than starting another hellacious looking & buying cycle.
    1 point
  42. Ya, only 8 1/2 thousand hours of work over 18 years. Not sure the math works on that. Especially when you consider my age. It IS really cool to be flying along with that kind of performance, look out the window at all the areas of the plane (and they're not departing the air frame) and realize I built this with my own hands in my garage. Tom
    1 point
  43. Well what I did was trade the installer for my ki 256 ( some nut really wanted it with 700 hrs /100 since overhaul...I also traded king hsi...basically for the install labor and S Ellis built the new panel ,painted and labeled (remember the pre chinese skeleton crew)He matched the grey pebbled perfectly..I remember it was 950 for the metal forming,g-500 cutout...those were the days!
    1 point
  44. Welcome to the poor house! Enjoy the flight!
    1 point
  45. All cleaned up and painted, J-bar installed and moves freely into both lock blocks. Nose wheel retract truss installed, along with retract rods and bungees. Waiting on a couple of bushings from LASAR for the mains, then set the preloads and hopefully be able to get the J-bar easily in the gear down lock block.
    1 point
  46. This comes up every time someone posts about an accident on MS. Aside from a couple of speculative comments this thread doesn't really have a tone of accusing anyone of anything. There was good information presented on ELTs and PLBs and if nobody had brought up the issue of VFR into IMC there would not have been a good discussion of visibility requirements. There is value in the discussion.
    1 point
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