Comet

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Comet last won the day on May 4 2019

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About Comet

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    Advanced Member

Profile Information

  • Gender
    Male
  • Location
    KLAM
  • Reg #
    N4224N
  • Model
    M20F

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  1. Going from steam gauges to a dual G5, it’s incredible how much information is displayed on them. Much of the information is small flags, it’s really a matter of knowing what each means (for me it took awhile). The GS is great and much more accurate than the old analog instrument.
  2. I’ve had the “opportunity” to use the manual gear extension procedure twice (for real). Both times, I had an instructor along. The first was during my transition training (switch failed). The second time I was working on my commercial certificate doing pattern work and we didn’t catch it until we were about to turn base and noticed something didn’t feel right. Mechanic didn’t find anything, but I was having intermittent issues with the voltage regulator. The second time really shook me up. Would I have caught it if I hadn’t had another pilot or if the workload had been higher? I changed my procedure so that my hand doesn’t come off the gear switch until I verify that the gear is down is down and locked. The DPE complimented me on the practice during my check ride.
  3. https://www.avweb.com/aviation-news/military-aviation/a-10-makes-emergency-gear-up-landing/ I guess it does happen to the best of us...
  4. Sure it would be possible (in Al or Ti). Most as printed parts are very rough, so they would need post-processing to get the close tolerances needed for a cylinder (what they usually neglect to tell you when they show you the medical part with a mirror finish).. Metal AM parts have more inclusions and voids than cast metal, and they fail differently as well. The ideal would be to get CAD files for any part you might need, have it printed at a service bureau and install it as an owner supplied part. I’m not sure I would trust an AM part for a safety critical component. GE has invested a fortune to make the nozzles; including very stringent QA on not only the feedstock material, but also the additive machine itself (and they have hundreds; no two are identical).
  5. The current OSHA limit is 85 DB averaged over 8 hrs. For 95 DB, the limit is 4 hrs exposure. The science underling the exposure limits has expanded over the past 30 years. Most headsets will reduce exposure by 10-20 DB, putting it within OSHA limits (which aren’t required if You aren’t being paid). I agree that if you are flying with young ones, reduce their exposure as much as possible. my workplace hearing conservation hasn’t detected any reduction in my hearing in nearly 10 years of flying...of course your watch/phone isn’t a calibrated device... Pilot thoughts only, not an IH.
  6. When I did my CPL (at ~850 TT ~600 in the Mooney), I was worried about these requirements as well. If i remember, I took off from KLAM, got gas at KSAF and did a t&g in Zuni on the way to DVT ( solo to a concert, my wife doesn’t like Metallica for some reason!). When I did my check ride, the DPE verified total numbers but never asked about specific flights I was using for these more specific requirements.
  7. Reminds me of the Top Gear “race” from Italy to London with some super car vs. a C182. Of course, they designed it so the car could win (public transit to the airport, can’t fly at night, so they have to land in France, public transit to London, etc). BTW, given that I live 90 min away from a major airline serviced airport, the Mooney is faster than commercial air for anything less than ~500 nm.
  8. An absolutely mandatory piece of safety equipment; between the seats for easy access during flight. If there is a fire in flight, I want every chance to get back on the ground in as un-burned a state as possible (once I’m out and safely away, it can burn itself out). When I redid my interior earlier this year, I replaced my extinguisher with a Class B/C clean agent model; it’s a nice looking chrome model.
  9. Normal procedures and staying ahead of a slippery complex aircraft were vital parts of the transition. The parts that I still find myself thinking about are the abnormal procedures. I wouldn’t wish this on anyone, but I had the good fortune (!? ) to have three abnormal events during transition. First, the previous owner had installed a 12V distribution block under the fuses...on my first transition flight, these started sparking; quick, what’s the procedure for an electrical fire?! A few flights later, put the gear switch in the down position, but no light; manual gear extension procedure (including low pass so the tower could verify gear down). I developed the habit of leaving my hand on the gear switch until I verify a green light. One of the last transition flights was a cross country 100 nm north; on the way back we were going to land where I was going to base the airplane, x-wind around 20kt. About 50 ft above the runway, wind shifted and instead of being aligned with the centerline, I was over the edge of the runway; go around at a DA around 10k will get your attention! Simulated abnormal procedures are useful, but they aren’t the same as the real thing. Popping a door in training isn’t the same as it happening for real and your kids yelling! On a long cross country, I still take out the emergency checklists to review and play “where do I land now if the engine quits” game.
  10. The first time I went to Oshkosh was in 2016; I flew the Fisk on Sunday. Weather was optimal, I left my in-laws south of Chicago, decided the weather wasn’t good enough in the morning and tried again in the afternoon. I had to break out twice after the aircraft I was following couldn’t maintain 90kts. Made it in on the third try...exhilarating experience (rock your wings, land on the dot!) Came in with the caravan the last two years. Also marginal conditions, but the decision making is with the leadership; I only have one thing to worry about with flying wing. The camaraderie and training was really worth the extra effort. I don’t necessarily want to take the extra time to arrive on Saturday. My thinking in the future will be if I want to get in for the beginning of the show, I’ll fly the caravan (and have a great time); but if I want to arrive later, I won’t have an issue with Fisk. Has anyone listened to the Fisk controllers when you leave on Wednesday or Thursday? They sound bored to me!
  11. Now that the plane is back from the paint shop, I’ve finally gotten around to the armrests. I got an extra yard of vinyl from Airtex. Removed the armrests and peeled off the old vinyl. Most of the padding foam remained on the aluminum armrest, so I decided to just recover the armrest with the new vinyl using the same contact adhesive that I used on the seats. The contact adhesive has gotten a little gummy over the past few months that made it harder to apply. Final step will be to remove the old trim and replace with new vinyl. That will have to wait until after Oshkosh (and I’ll want to take interior pics for when it’s complete).
  12. Thanks; I’ve used that joke with my wife...she didn’t think it was very funny!
  13. When I did my CPL check ride, when I was doing my pre-flight, the DPE asked about the effect of frost on the wings, which became a discussion on the effect of the poor paint and the added parasite drag. I need to fly it around here to see if I see much difference, it felt a bit faster yesterday, but I didn’t get as high as I usually do.
  14. I’ve always liked the palindrome. Not many people notice it, those that do really like it (there are only 110 palindrome n-numbers in the US). If I have to point it out, people either aren’t excited about it or don’t get it. I wanted something different than the usual schemes; the trick was making it not too weird! I did get a touch up kit, so I’ll look for that video when it comes time...