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smwash02

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Posts posted by smwash02

  1. I did the same thing before I made the leap.

    Pick a date with a weather contingency and make it happen. Monterrey is a 3h flight for you.

    Some new drama with the new procedures for entry this year, but not insurmountable. Join BPP (@kortopates and I are members here) or CST and make it happen. It'll be awesome or at a minimum an amazing adventure.

    My former C and now K at MMAN

    20170507_152213.jpg

    PXL_20220102_175428217.jpg

    • Thanks 1
  2. The article references the ACN number which you can look up on ASRS.

     

    It's from April of this year.

     

    
    ACN: 1990965 (1 of 1)
    
    Time / Day
    
    Date : 202304
    Local Time Of Day : 1201-1800
    
    Place
    
    Locale Reference.ATC Facility : ZZZ.ARTCC
    State Reference : US
    Relative Position.Angle.Radial : 90
    Relative Position.Distance.Nautical Miles : 21
    
    Environment
    
    Flight Conditions : VMC
    Weather Elements / Visibility.Visibility : 100
    Light : Daylight
    
    Aircraft
    
    Reference : X
    ATC / Advisory.Center : ZZZ
    Aircraft Operator : Personal
    Make Model Name : M-20 T Predator
    Crew Size.Number Of Crew : 1
    Operating Under FAR Part : Part 91
    Flight Plan : IFR
    Mission : Personal
    Flight Phase : Cruise
    Route In Use : Direct
    Airspace.Class E : ZZZ
    
    Component : 1
    
    Aircraft Component : Powerplant Lubrication System
    Aircraft Reference : X
    Problem : Malfunctioning
    
    Component : 2
    
    Aircraft Component : Reciprocating Engine Assembly
    Aircraft Reference : X
    Problem : Malfunctioning
    
    Component : 3
    
    Aircraft Component : Cylinder
    Aircraft Reference : X
    Problem : Malfunctioning
    Problem : Improperly Operated
    
    Person
    
    Location Of Person.Aircraft : X
    Location In Aircraft : Flight Deck
    Reporter Organization : Personal
    Function.Flight Crew : Pilot Flying
    Function.Flight Crew : Single Pilot
    Qualification.Flight Crew : Air Transport Pilot (ATP)
    Qualification.Flight Crew : Multiengine
    Qualification.Flight Crew : Instrument
    Experience.Flight Crew.Total : 5346
    Experience.Flight Crew.Last 90 Days : 18
    Experience.Flight Crew.Type : 1737
    ASRS Report Number.Accession Number : 1990965
    Human Factors : Troubleshooting
    
    Events
    
    Anomaly.Aircraft Equipment Problem : Critical
    Anomaly.Deviation / Discrepancy - Procedural : Maintenance
    Anomaly.Deviation / Discrepancy - Procedural : Clearance
    Anomaly.Deviation / Discrepancy - Procedural : Published Material / Policy
    Detector.Automation : Aircraft Other Automation
    Detector.Person : Flight Crew
    Were Passengers Involved In Event : N
    When Detected : In-flight
    Result.General : Maintenance Action
    Result.Flight Crew : Diverted
    Result.Flight Crew : Requested ATC Assistance / Clarification
    Result.Flight Crew : Landed in Emergency Condition
    Result.Air Traffic Control : Provided Assistance
    
    Assessments
    
    Contributing Factors / Situations : Aircraft
    Primary Problem : Aircraft
    
    Narrative: 1
    
    I was VFR on-top on an IFR flight plan from ZZZ direct to ZZZ1. My airplane had two cylinders replaced at an aircraft maintenance shop about 5 tachometer hours previously. The engine oil level was measured normal (7 quarts) before the flight. At about the ZZZ state line, I noticed fluctuations of the engine oil pressure indication. This was concerning, so I made a 180 turn and informed ATC that I was returning to my departure airport. I then observed the oil pressure gradually decrease toward the red line. I determined that ZZZ2 was the closest airport, and informed ATC that I was diverting there. Fortunately my engine kept running without high temperatures and I landed at ZZZ2 safely. Exiting the airplane, I saw a lot of oil behind the left side of the cowling. After calling flight service to inform ATC of my landing, I contacted a local mechanic, and removed the engine cowling. The mechanic found loose rocker-cover screws on the recently-replaced cylinders, one of which was missing the exhaust valve rocker cover, causing an oil leak. Only a small quantity of oil remained in the engine. Obviously, more careful torque-checking of the screws by the mechanics should have been done. I was very lucky to have made the airport before oil starvation and engine seizure, which could have occurred minutes later. In retrospect, I should have immediately diverted to the nearest airport at the first indication of an anomalous oil pressure reading, instead of several minutes later. My current awareness of how this incident could have ended badly will shorten this response time, should i be unfortunate enough to have a similar experience again.
    
    Synopsis
    
    Mooney M20 pilot reported a loss of oil pressure during cruise and the need to divert to a nearby airport for landing. Upon inspection, it was discovered a missing rocker cover caused an oil leak and only a small amount of oil remained in the engine.
        

     

  3. 41 minutes ago, Mark89114 said:

    I wonder if this is going to become a taxable benefit if you are using this card for business reasons?  Capital One required me to fill out some type of form.  I guess the IRS is busy looking for those $600 venmo transactions rather than the billions/trillions wasted elsewhere.  

    I'm not a tax person, but because you had to spend money to get it, it's considered a 'non-taxable rebate'.

    Since most of my spending is business-related, I stick with the Cap1 2%. There's a new chase one that came out last year, Chase Ink Business Premiere, that's 2% and transactions over 5k are 2.5% I've been debating switching to, but the Cap1 waives the annual fee with a certain level of purchases and most of mine aren't over 5k so it works better for me.

  4. 31 minutes ago, Pinecone said:

    Did you tell them you were not for hire?

    I overnighted at KBDL.  They asked if I was for hire.  I told them No, and the removed that fee.

    I did, but the response from Vector US is "It's on their website that they assess the fee from everyone" and the response from the airport was "The city passed an ordnance to collect the fee from everyone, even aircraft based there, and it's on the website." I asked why they didn't update the FAA data they publish if this change occurred in January, but they didn't seem to know about it.

  5. Just adding a data point here for discussion.

    I landed at KLRD (Laredo International) and was assessed a fee from Vector. The public data (on airnav) lists the airport as 'LNDG FEE ASSESSED FOR ANY "FOR HIRE" ACFT.', so I was surprised to be charged. I had already paid $20-30 in fees to the FBO. In my limited travel the FBO often collected the landing fees on the airport's behalf -- is it common to get two bills prior to systems like Vector?

    I feel they have the right to charge these fees, but I would expect an airport taking federal money be required to keep the federal records accurate. Digging further it appears they have updated their website to reflect this change. I'll add that to my checklist.

    Edit: I asked them (Vector) for a list from their billing department and was told "We do not have a list of our client airports, however we are listed on the airports website as the authorized collector of these fees at the airports that we manage landing fee billing for.  Please let me know if you have any questions."

    • Like 2
  6. 2 hours ago, M20R said:

    I have no options but to send my speed brakes to Precise Flight for repair. But they want the controller too. The parts manual shows it is located under the floor just aft of the rear seats. Do you access it through the bottom or is there access through the top under the baggage compartment carpet?

    I get to mine from the rear seat. You must have the 2000 series. The extent of the 100 series electric controller is a $15 industrial relay.

    • Like 1
  7. 9 hours ago, Fly Boomer said:

    Interesting.  I would guess that means that some TSIO-xxx engines are set up a little rich, and some are set up a little lean at idle or very low throttle.  What is your fuel flow WOT?

    I set mine up to match the Mooney service manual specs. I'm a -SB, so at 39" I'm ~26GPH. Spec is 25.5-26.5, being in Texas more is better for me to keep things cool.

    I think there's a couple options here -- Low throttle is too lean and/or the idle RPM is set too low. I do keep my idle at the lower edge of spec to reduce landing roll out.

    Knowing I need to be full rich for a go-around anyways, I shouldn't be in a low throttle too lean engine dying situation on rollout if I follow my procedure.

    • Like 1
  8. 13 hours ago, Fly Boomer said:

    I have read of other M20Ks that either grumble or even quit when power is pulled all the way off.  At least one said his engine would quit on rollout.  I think the fuel system is not perfectly set up.  Tough call whether to try to "correct" it and risk unintended consequences, or just stay lean on the approach.

    If I'm leaned LOP once I'm under 15ish kts on the ground it'll die.

    I go full rich when the runway is made as part of my go around preparation so it doesn't happen anymore.

  9. I suspect it's a blend of multiple things:

    • The YT crowd are under heavy scrutiny and could lose the privilege of doing what they love
    • They want to make their life more private again
    • The conversion from hobby to job could make it lose its allure
    • The personality type that does things like this often has a time limit before they are ready for the next thing
    • Life changes that make it not really part of their life anymore or it's too inconvenient to continue
    • Like 1
  10. 11 minutes ago, VA FLYER said:

    Actually, I misspoke. My a/p is a KFC150 (adds FD) I note the other topic for a KAP150 but I don’t know if that is similar enough to provide comparison. The installation manual is the issue at the moment. 

    I have a set of 275s, KFC150 and the altitude pre-select module.

    Garmin has a diagram that has the exact pinouts between the KFC150 and GI-275, there is no guess work. Hook it up, take the 5 minutes to configure it in the 275 and it works great.

  11. I put a lot of time and thought into the various options.

    I have an O2D2 attached to the onboard O2 system. I have to fly .5 round trip to get it filled and this uses 3 hours of my time. Given the other variables, the $35-45 he charges is negligible. The O2D2 "paid" for itself on the first fill since it lasts 3-4 times as long, but it's still quite time expensive to keep up for frequent use.

    I looked into the large tanks, getting them delivered, a partnership, etc. I found it was more hassle than it was worth for the few times I "have" to be >12.5. I only have sedans and no reasonable way to lug around a 300cuft bottle. I wasn't able to find a good deal on bottles listed above, I probably didn't look hard enough.

    I have medical bottles from my C days. The $20 swap while running other errands is a simple, but dislike the space used in the back.

    My current plan is to pick up an Innogen G5 when it's time to do more high altitude flying and use the onboard as the failover. Reports here are they're good to FL180. I'd like FL220 and I'll see how it pans out for me, but even if I'm capped at FL180 that's generally sufficient for what I do.

    Once the onboard bottle expires I'll most likely get the other regulator for the O2D2 that fits the medical bottle and use that as the failover and see how inconvenient the space use is. Or get a smaller bottle that can sit in the hat rack since it's just the failover.

    • Like 1
  12. 7 hours ago, Greg Ellis said:

    I understand that mistakes can be made and I am one of the most forgiving individuals.  But one time I was IFR on an IFR flight plan and had a controller contact me and say “Radar services terminated, squawk VFR for further flight following contact xxx.x”  I came back and said that I was on an IFR flight plan, not VFR.  He asked me to standby and then came back and told me to keep my current squawk code….  So funny things do happen even though we think that with all the high tech stuff we are immune.

    Flying from NC to a feeder in Dallas it was hard IFR out of NC and then an overcast layer at 2-3k in the Dallas area, so I was on my IFR plan the whole flight. He hadn't descended me despite being 20 miles out so I figured something was up.

    I asked him what the MVA was and he asked what kind of assistance I needed. I let him know I was trying for the visual instead of shooting the approach. He came back with "oh, which airport are you landing at?" :D

    Stuff happens.

    • Haha 1
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