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About whiskytango

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    Advanced Member

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

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  1. Since we are all confessing.... My most idiotic flight was in 1981. I had bought a C-150 with a partner. Neither one of us had any money to maintain it, other than scraping enough together for an owner-assisted annual. So it turned into a flying junker. (Eventually the other guy had the wisdom to sell me his half). My goal was to show my boss how I could use the plane for business. We had a presentation to a potential new client in Parkersburg WV. I was to fly from my home base in Frederick MD and join my boss (who was smart enough to drive) for the presentation. The weather forecast was for high overcast and a broken layer over Parkersburg. Needless to say, neither I nor the C-150 were "instrument rated and equipped". Leaving Frederick, I climbed to get over the mountains. Gradually the scattered to broken clouds below me turned into a solid undercast layer. I was now trapped between an overcast and undercast layer. My navigation method in this plane was limited to pilotage, since the only NavCom in the plane was unreliable in both Nav and Comm. On top of that, the whiskey compass had some kind of problem and was unreliable. You can see where this is going. When my carefully filled out flight log said that I should be over Parkersburg (based on timing), I was stuck in between layers, and could not even use my backup navigation method ("where is the sun?") to figure out which way I was heading. And with strong headwinds I was running low on fuel over the mountains of WV. The only radio on the plane that was somewhat reliable was an ADF. There were no NDBs in the area so I resorted to looking for an AM radio station in the Cumberland MD area to get myself turned around. Fortunately I picked up a station, and was never so happy as to see the needle turn toward the station. The clouds were broken over Cumberland and I dove through an opening to find the airport. After filling the tanks I estimated that I had about 20 minutes of flying time when I landed. I got a rental car and drove the rest of the way to Parkersburg, arriving just in time to see the presentation ending. My boss was not a happy camper, and we did not get the business. On the other hand, I was still alive. When I look back at this episode I can't believe how stupid I was. Never again! If any aspect of a flight begins to sound like something you might read in an NTSB accident report, I don't make the flight.
  2. Coming up on 39 years myself. I distinctly remember the day. I did 3 controlled crashes with the instructor in the right seat, and he called Ground Control to say that we were going to taxi to the base of the tower so someone could get out. I was thinking - why is someone getting out?..........oh. 1964-M20E you are so right about the C-150 climbing a fighter when the instructor wasn't weighing it down!!
  3. Thanks for the info. I will get in touch with SureFlight.
  4. Does anyone have any suggestions for a repair shop on the East Coast that works on Century 31 autopilots? I am not interested in sending the box out, I want a shop to be able to look at the wiring, servos, switches etc. If the Autotrim switch is on, mine will randomly go to a full trim pitch up and then "stick" there. It takes a good bit of force (with the autopilot off) to back the trim wheel off to the point that the plane is controllable. Not a pleasant feeling. The self test function on the 31 passes all the tests as long as the Autotrim switch is off.
  5. I am at KSAV in Savannah GA
  6. Does anyone know of any Avionics shops that will loan (for a fee) a 14 Volt KX-165 while they fix your radio? I really like having two independent sources that will let me fly an ILS (my other radio is a GNS-480), and don't like to have all the eggs in a single basket. As good as the iPad and iPhone are running Foreflight, they don't replace an ILS.
  7. I have used the Dual 2.4 Amp USB plug from Sportys ($16.50 plus shipping) to run an iPad Air and a Stratus 1 simultaneously. It has worked fine, but I found that the arrangement of the 5VDC wiring from the plug to the USB connections at the devices has to be adjusted to prevent noise in the audio panel.
  8. I have never been denied a deviation, but on one occasion I flew into moderate clear icing, and there was a delayed response from ATC. I knew there was warm air below and advised ATC that I needed an immediate descent due to moderate icing. She responded with "Standby". After 15 seconds she came back with the descent that I needed. I was ready to declare the "E word" and start the descent, but she did respond just as I was about to key the mic.
  9. I had a 30 on my C model and had a 55 on a 182 that I once owned. The 55 absolutely nails a GPS enroute course and approach, holds, missed approaches, etc. It did not do well with an ILS - tended to wander across the localizer even at very small intercept angles. The 30 that I had on the C model did not come with GPSS, so the performance enroute and on approaches was not all that great. I ended up using the heading bug on approaches (along with altitude hold) and that worked well. I have a feeling that the 30 would really benefit from GPSS.
  10. The main thing to keep in mind is that unlike a car, you can't assume with certainty that you will be able to fly your Mooney to a specific location on a specific day and time. There are a number of things that have to be right, primarily weather-related, for a flight to be feasible, especially if you are a low-time pilot. If you have a day or so of flexibility in your plans, flights can be accomplished. If you absolutely have to be there, make that airline reservation that can be cancelled if the Mooney flights out and back become feasible.
  11. That is great news! I am at KSAV and will keep them in mind when I need avionics work.
  12. Done
  13. Thanks kevinw. My avionics guy is telling me the same thing, apparently because the components are packed together so tightly that it is almost impossible to work on it. The labor charge is extremely high to punish us for making the tech work on the thing. I am also keeping the Aspen option open, as opposed to trying to keep a 35 year-old instrument alive by disgruntled techs and no factory support. FWIW, the HSI is being sent to Porter-Strait in Tulsa for evaluation/quote.
  14. Does anyone have any experience with getting a Century NSD360A slaved HSI overhauled? I am trying to make the decision whether to do an overhaul on the HSI (it has problems) or replace it with an Aspen Evolution 1000 Pro, and I want to find a shop that can give me a quote for the overhaul.
  15. This mode of operation is in agreement with recommendations from Mike Busch and also Tornado Alley Turbos. They both say that maximum engine life is achieved by keeping peak cylinder internal pressures as low as possible, and CHT not to exceed 380 degrees F at any time. LOP is the only way these goals can be achieved. My 231 has GAMI injectors, so LOP should work. Thanks for the info.