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About whiskytango

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    Senior Member

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

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  1. 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.
  2. 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.
  3. 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.
  4. 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.
  5. 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.
  6. 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.
  7. I would send the finance company a copy of Mike Busch's book on Engines, and let them know there are good reasons for not doing an overhaul on an engine that doesn't need one.
  8. With a K model, I have found that OAT determines minimum climb speed. In summer I must climb at 110 to 120 KIAS to keep CHT at or below 380 F on the hottest cylinder (#5). Winter gives some flexibility on climb speed.
  9. In the words of Forrest Gump, "That's all I have to say about that".
  10. There is another opportunity to keep the factory alive. Would the military be interested in a fast un-armed drone (a lot faster than quad-copters anyway) with a 1,000+ NM range? My guess is that an Acclaim, with all the pilot/passenger stuff removed, with aux fuel tanks and remote control would be a lot cheaper from a first-cost and operating cost standpoint than a purpose-built turbine. The military rarely buys anything in small quantities so that could be a reason for automating Mooney production.
  11. I am wondering if anyone makes an SpO2 sensor with an alarm function built-in that could be connected to the audio panel? This, along with flow rate monitoring, could add a level of redundancy in a situation where seconds count.
  12. Is it possible that your plane was energized by lightning while on the ground? Lightning can do highly unpredictable things to electronics, even if the avionics master is off.
  13. Thanks Paul. It is good to hear that the OEM is still in business and providing support!
  14. Thanks Paul. I will try reseating the plug into the annunciator and check the response. The reason I suspect the senders is that I am assuming they are potentiometers connected to a float linkage. My experience with potentiometers over the years has been that over time they will randomly develop very small regions of high resistance due to dirt accumulation and wear. This can cause intermittent false resistance readings when the wiper passes over the high resistance region. My thought was that at varying pitch and roll attitudes the senders were intermittently sending false resistance to the annunciator circuit, but the fuel gage needle was too slow to respond to these momentary conditions.