whiskytango

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About whiskytango

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

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  1. Does anyone have a suggestion for telling line personnel how to fill the tanks completely on a K model with Monroy auxiliary tanks? I have told them to top off all 4 tanks, and routinely find that the level in the auxiliary tanks is about 3 or 4 inches below the cap. This is a real annoyance when I am trying to plan a long flight without an intermediate stop for fuel.
  2. You may want to consider getting Savvy Aviation Maintenance Management involved. They are experts at dealing with these kinds of issues between A&Ps and owners. I have used them, and after they saved me from a situation where the A&P told me I should consider scrapping the plane, I knew I would have them handle all of my aircraft maintenance from then on. I do not have any connection to SAMM.
  3. +1 for Plexus and microfiber
  4. I file through CSRA DUATS, and always select the option to have them email me confirmation, plus any changes from my filed route. This worked well in the past, but lately I have been given major changes to the route by Clearance Delivery, with no email to this effect from CSRA DUATS. The reroute could be a problem if it results in significant headwinds on a flight when I am trying to limit fuel on board because of passenger weight.
  5. "My Guess/Estimate: Say half the FAA budget goes to ATO, $7.5B. (It may be more than half) Multiply 55,000 flights x 365 days. Guess average flight is 3 hours (probably too high) Divide through: That's $124 per flight hour. That's a rough estimate based on what we're paying now via fees & taxes of various types." The argument against user fees has always been that General Aviation pays its way through taxes on fuel. The current tax on avgas is 19.4 cents per gallon. Even at 20 GPH, that is less than $4.00 per flight hour. I would be happy to pay $4 per hour as an ATC user fee if they cut the federal taxes on avgas. Trouble is that, as Tommy says, ATC Inc. could charge whatever they want.
  6. Moonbat, I had my NSD-360A HSI repaired IRAN for 0.4 AMU (I opted to not have a full overhaul done due to the 4 AMU+ cost estimate), but the next thing that goes wrong with it, it gets replaced with an Aspen. What I am really waiting for is a Mooney STC for a TruTrak autopilot to replace the C31. The Aspen and TruTrak should nicely deplete my bank account.
  7. I have a similar problem, but it is the #2 cylinder running about 20 degrees hotter than all the rest. How can I tell if the baffle seals are in the correct position?
  8. Thanks to all for the excellent advice. I will watch the A&P do it and maybe record it with my phone as long as he is ok with that.
  9. I fly my 231 a lot for business (about 300 hours per year), so l need a lot of oil and filter changes in a year. Finding a shop that can do it on my schedule is a PIA. I would like to do my own oil and filter changes. Is there a good source of detailed info on how to properly do an oil and filter change? Also, what tools are needed, and where can they be obtained? I have the LB engine.
  10. 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.
  11. 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!!
  12. Thanks for the info. I will get in touch with SureFlight.
  13. 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.
  14. I am at KSAV in Savannah GA
  15. 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.