Jump to content

Bob - S50

Basic Member
  • Content Count

  • Joined

  • Last visited

  • Days Won


Bob - S50 last won the day on July 27

Bob - S50 had the most liked content!

Community Reputation

1,447 Excellent

1 Follower

About Bob - S50

  • Rank
    Won't Leave!

Contact Methods

  • MSN

Profile Information

  • Gender
  • Location
    S50 - Auburn, WA
  • Reg #
  • Model
    1978 M20J

Recent Profile Visitors

3,431 profile views
  1. Another consideration, and I cannot take credit for this, I've just read it somewhere. If you are really worried about the engine quitting on every flight, AND you are flying out of an uncontrolled airport, THEN you might consider making a 45 degree turn once safely airborne. That way, when the engine actually does quit you won't need a 260/80 turn to get back to the airport. You might need as little as a single 135 225 degree turn. Plus, by turning 45 degrees to create turning room you will also reduce your distance along the extended centerline by about 30%.
  2. I haven't done one for real, but at altitude I set up my typical climb in our J of 100 KIAS. At an altitude I picked for convenience I pulled the power to idle, lowered the nose to maintain 90 KIAS, rolled into a 45 degree bank, maintained that bank and 90 KIAS by adjusting back pressure, and did a 360. I lost 400'. I figure a 360 degree turn would lose about as much as a 260/80. I then added a 50% safety margin, so I figure I would give it a try from about 600' AGL or higher. There are a few articles out there about the impossible turn, and at least one of them points out that 45 deg
  3. It doesn't help that the Ellsworth runway is nice bright concrete and the Rapid City runway is earth tone brown.
  4. Not always the case. We gained some useful load by weighing ours. You might also want to check to see if they weighed it with empty (except unusable) tanks or if they made a calculation to account for FOB. If the latter, I'd weigh it again without the fuel.
  5. MDW (Chicago Midway) in a DC9 on a runway covered with packed snow and ice.
  6. Climbing at 25/25 is climbing at a cruise power setting of 75% until you get to about 5000' at which point it starts being reduced even further since you can no longer maintain 25" of MP.
  7. Like almost everything else, I think it's a gray area. It depends... How low? 100'? 50'? 5'? At some point it becomes a safety issue bordering on reckless. Where that point is I don't know. Why? To clear game off the runway? Good plan. To impress friends and relatives? Not so much, but done in a reasonable manner, probably not a big deal. Unless you pull up too hard at the end of the runway and either over-stress the plane or get an accelerated stall. Or you turn while at a too low altitude and scrape a wingtip. In the Air Force we used to say something along the lin
  8. I bought a folding 2 step aluminum ladder. The top step is about the same height as the trailing edge of my flaps. My wife loves it, I use it during preflight and to wipe bugs off the leading edge of the vertical stab, and my passengers like it.
  9. Here is the bottom line: An LPV can be flown just like an ILS even though it is technically a non-precision approach. Follow the glidepath (GP) to a decision altitude (DA) and either land, or if you don't see the runway, go around. The GP gives you obstacle clearance all the way to minimums. An LP+V or LNAV+V is a true non-precision approach. You must comply with all stepdown restrictions and you can only go to the minimum descent altitude (MDA). The +V gives you an unofficial GP. While it USUALLY keeps you above stepdown restrictions, it isn't a guarantee. It also does not gua
  10. I don't know how hard it would be to get approval, but would it be possible to hook up a keyed switch and the Electroair ignition panel in series? That is, you have to turn the key on the first switch for electrical power to reach the Electroair panel. That would provide the key desired for security and also provide a key to place on the glareshield for safety. Would that be a minor or major repair?
  11. Depends. In our particular airplane, probably not. Ours had the KI525 and KI256 so the panel holes were not the standard size. The G5's covered the holes nicely. If we had a panel with standard sized instrument holes, yes I probably would have gone with the GI275, especially if I didn't already have an engine monitor. In that case I would have done so for the following reasons: Cleaner looking installation. Easier to flush mount. While I could legally remove the rest of the 6 pack, I would probably leave the airspeed, TC, and altimeter, but replace the VSI with an EI
  12. Yes it does. We have a majority wanting to sell the plane so we could do that. However, the one remaining wants to keep the plane and find new partners. We are willing to do that if we can come to an agreement about what a fair price would be. We were thinking with dual G5s, following a GTN650, driving a full up GFC500, with ADS-B OUT/IN, that we might be able to sell it for $125k to $135k. I was just looking for an idea of what others thought without influencing their thoughts (which I have now done).
  13. You can see the paint job in my avatar.
  • 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.