whiskytango

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About whiskytango

  • Rank
    Senior Member

Profile Information

  • Gender
    Male
  • Location
    Savannah, GA
  • Model
    M20C, M20E, M20K (Current)

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  1. Logbook entry. When my first K model had an engine failure, and I made an off-airport landing, the insurance company wanted copies of my logbooks as part of the claim documents.
  2. Hi Eli, I made the decision to get a Mooney about 1 minute into a return flight in an F model after I dropped my C-172 off at a new airport. I have owned C, E and K models, and I have been happy with all of them!
  3. I can speak for one person with a Century 31 that has been "fixed" 3 times. After each fix it does everything except follow a course, follow a heading or hold altitude. While I am happy to help put my avionics tech's kids through college, I would also like to have a functional autopilot. I'm not sure how long I should wait for the Aspen/TruTrak/BK Aerocruz to be a thing. The G5 and GPC 500 route is looking better.
  4. +1. One advantage (?) of a 231 with an intercooled LB engine is that you never shove the throttle forward, under any circumstances. It is way too easy to blow past the 36 inch MAP limit. The pitch up, even with a lot of trim rolled in, is controllable.
  5. For anyone who survives an ascent to 36,000 feet MSL with no O2 would there be permanent brain damage? I remember reading a novel (Steven King?) about passengers on an airline flight that has a sustained loss of cabin pressure at high altitude, with no supplemental O2. The passengers all experience brain damage and go berserk.
  6. I have experienced the same thing on windows at my home in Georgia. The glass replacement guy says it is a combination of thermal expansion and a stress concentration manufacturing defect in the glass.
  7. Agree. Use your low-workload intervals to do tasks that will help reduce your high-workload intervals. By that I mean to brief the approach details, get ATIS, do the math to get reciprocal bearings, set up radios etc. at times when the workload is relatively low, such as straight and level flight segments. I recall that during my checkride the DPE gave me a hold, and then asked me to tell him my life history. I already know my life history, so that was easy, all I had to do was keep talking while I flew the airplane and thought about the hold entry and headings in the hold.
  8. I agree it is all about mission. My first Mooney was an E model that had 2 Navcomms and a transponder for avionics. It perfectly suited my VFR, 0.1 AMU Hamburger mission. Once I got my Instrument Rating and started flying 500+ NM trips for business I upgraded to a K model with an approach certified GPS, a 2 axis autopilot, Strikefinder etc and extended range tanks. That suited my new mission.
  9. This may be somewhat off-topic but it is something I would like to know, and maybe ATC folks on MS can advise. At my home 'drome the ATIS almost alway includes "Land and Hold Short Operations in Progress". We have two 9,000 foot +/- long runways, so LAHSO would be easy for GA aircraft, and the airlines could use full length on the intersecting runway. But in flying into this airport on a weekly basis for over 10 years, I have been given a LAHS clearance maybe 5 times, at most. I have even suggested to ATC that I would be happy to accept a LAHS clearance, but they don't give it. It seems that some of the separation issues raised in this topic could be avoided if LAHSO were used more often. Is is more difficult for ATC to coordinate LAHSO?
  10. As Ricky_231 said above, never have 1200 on your transponder while in the SFRA. Check your transponder code several times as part of your pre-SFRA, landing and pre-takeoff checklists, and be careful not to inadvertently bump the 1200 / VFR button if you have one. If you do inadvertently squawk 1200, in addition to the military response you are facing an FAA-imposed mandatory vacation from flying.
  11. FWIW I went from a C-172 to an E model (about 6 months after my first ride in any Mooney!) after not flying for 8 years. I found that manipulating the Johnson bar manual gear, and shaking it 2 or 3 times in the pattern it to make sure it was really locked, was so different from fixed gear flying that it was easy to transition to retractable / complex, and remember to put the gear down.
  12. I can't point to a single TRACON that has forgotten I was there on more than one occasion, but it has happened to me at locations up and down the East coast. At some locations (various Potomac Approach sectors, for one) the Approach frequency is so busy that it is difficult to even ask if I will be getting a new vector, but that is not always the case, and I feel like ATC has forgotten to give me the 30 degree (+/-) Localizer intercept vector. It may be that to make everything work they need to take me across the Localizer, but it would help if they told me they were doing that before I cross.
  13. ATC definitely can forget you are there. On multiple occasions I have been given a vector that is 90 degrees to the Final Approach Course, and end up crossing the Localizer. In some cases ATC will let me blow through the Localizer and admit they forgot to give me a new vector. On other occasions ATC will, at the last possible moment, give me a new vector at a point that I cannot possibly join the Localizer with a standard rate turn, and then say "Oh it looks like you overshot the Localizer. Do you want to continue on the Approach or be vectored around again?". It helps if you are slowed down to the point that getting re-established on the Localizer is feasible. I now assume that any time I am given Vectors to Final that I will be forgotten by ATC.
  14. I like the part about starting over with a small company devoted to support of the existing fleet. It would seem that with a CNC machine, sheet metal brake and other metal fabrication machine tools a small company could be profitable. As others have said, the critical parts are those that would be damaged in a gear-up landing, hangar rash, hail encounter, runway over-run etc. If the next iteration of the company (assuming there is one) is not profitable in a very short time period, maintenance of the current fleet could become very costly and time consuming.
  15. My favorite plane used by a band on tour was a DC-3 used by America back in 1978 when they were popular. They stopped at my home base for a concert and the crew let the GA pilots hanging around the FBO go aboard to check it out. They had done a really nice job on the interior. Wish I had a photo.