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About ottorecker

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  • Birthday July 30

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  1. ^^^^THIS ...and If you are flying into mountain airports it’s generally not about getting into them but getting out of them where performance is concerned. Turbo climb performance is definitely your friend in this case. Our recent decision to purchase an M20K was much more about climb performance then cruise performance. If regularly venturing into mountain airports is not your mission then a NA airplane should meet your needs fine. We flew our NA Mooney regularly in the mountains and it was not severely limiting, but you should know your personal limits, pick good days and get mountain flying instruction. If you like high country flying and plan on a future move there, don’t underestimate the piece of mind turbo climb performance gives you and the ability to widen your ‘days’ of available flying. I really appreciate the turbo’s ability to lower my stress level in the mountains, especially with pax in the aircraft.
  2. Garmin GAD 13 (FAA-PMA) added to the CAN-bus and a Davtron OAT probe. About $240 plus install. More $ if you want the Garmin OAT probe. I have the Davtron probe and it works fine.
  3. Anyone have any information?
  4. ottorecker

    N2935L @ KLXV

    location location location
  5. Instrument Overhaul dot com at Gillespie in San Diego. $300 plus shipping. YMMV. They did a nice job.
  6. Land west, T/O east......unless really windy from the west - T/O east. You will usually get good ridge lift east of town with westerly winds. Most of the locals would advise to take the downhill, downwind takeoff. 10,500 should be more than enough altitude from the east. Crew car may be available.
  7. I have two Quiet Technologies Halo Headsets for sale, pretty much new in black. I used one headset on one 2 hour flight flight and the other I have not yet taken out of its case. These are nice, well made units, but I realized I prefer active noise reduction. They come with all included accessories (except one set of yellow earplugs out of the included 5 pair per headset). Would like to sell them together for $600 shipped USA only.
  8. Center controllers are allowed to issue vectors to a final approach course but not to all approaches/airports....this is an airport specific doubt? Call the controlling center prior to departure. Usually very helpful. Thinking about "the full procedure" in advance? Your 'approach com freq on the plate' observation is a good one, but also look at the approaches available. DME ARC to an ILS (like RWY 26 KAST)? Assuming a center controller, it's a pretty good bet you'll intercept that gem if it intersects your route. Not reasonably lined up with the final approach course (say 30 degrees L/R) on your route? Expect a course reversal or some other transition. If clearances are not obvious or you have questions ask ATC. While you should expect to do the entire approach procedure when cleared for an approach ATC might be surprised by a PT if you are pretty much lined up with a final approach course even if not on a published segment. If it is a busy place they would likely want to know if you are planning a course reversal. Remember the magic words......cleared "Straight in Approach". If ATC doesn't say it and you want it, ask for it. Clears up confusion. Filing via a straight-in fix of an expected approach or transition, esp. at an unfamiliar airport, might be a strategy for you (but doesn't always work.....). Also remember approach radar may be OTS or part time so plan accordingly.
  9. I'll definitely look into that method and hopefully I can get something like that to work. My big concern is the dog hitting the ceiling or coming down in an awkward postion after a big bump. I've had a few unexpected head bonks myself. I have not seen the dog seriously airborne (thank goodness) but I am concerned of the possiblily of injury (He, like me, aren't as young as we used to be) I know the dog doesn't like it when the ride is worse than light turbulence.
  10. Our 80 lb alsatian mix flies with us on just about every overnight trip. Some things we have learned..... - Flaps down while loading and unloading - yoga mat on the wing (protection and traction and just about perfect in size) Good on hot asphalt ramps as well. - much easier to load/unload the dog with two people: one in the airplane and one outside to help/guide. Treats for motivation can help initally - mut muffs just moderatley sucessful and I m not sure about their efficacy. They usually end up sideways or in some other less desirable orientation. Try ordianry cotton. Probably as effective as MM's but how do you really know? The dog tolerates cotton better. - costco dog blanket or similar for the back seat. Remember to tuck the seat belts into the seat crack. The thick blanket has been useful for overnight hotel room or freinds house stays and the dog is familiar with it. At 80 lbs our dog takes up pretty much all of the back seat. Not sure he would tolerate anyone or anything else next to him. We have also tried various restraining set-ups so the dog doesn't get hurt or end up in the front seats in turbulence. We have not yet found a good effective solution for this that also allows the dog to get up occasionally and repostion. We try to avoid bumps and slow way down when turbulent. Anyone have a good restraining solution that also allows some mobilty and actually works?
  11. +1 for the Citizen Tokyo. Bought two for less than $400 including a few accessories delivered. Both fit in the luggage area of my C with a little persuasion which leaves the back seat for the dog. I wouldn't want to ride them more than 10 miles RT but they get the job done. I only use them on Mooney trips.....otherwise they stay in the hanger. I didn't want to spend a bunch of money for something I would rarely use. They are a bit heavy but reasonably built especially for the price. They are small...If you are over 6 feet tall you might find them a bit cramped (I'm 6'1" but I deal with it). Don't forget to bring a wrench, pump and tire patch kit.