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About whiskytango

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    Senior Member

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

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  1. The useful load on my current K model is 892 lbs.
  2. @Norf9 I have owned a TR182 and two 231K models. My thoughts about these aircraft: Both are good aircraft. I used the TR182 when I was routinely filling all 4 seats with passengers and their stuff. Useful load was typically not an issue. It was a good IFR platform, but is definitely slower than the 231 and had higher fuel consumption. The TR182 engine has a fixed wastegate on the turbo, so it required more input from the pilot compared with normally aspirated. I consider the TR182 actually more difficult to land consistently well compared with the 231. I had problems with the hydra
  3. Agree with @Seth on W00. In addition to the runway challenges there are high voltage transmission lines and a NEXRAD radar dome just to the west of the runway. I used to keep my first Mooney (an E - model) there. The maintenance director told me that even though it was a MSC, some long-body owners requested that one of the CFIs at the airport fly their planes in for them rather than fly it in themselves.
  4. Having a searchable version of your logs is an excellent idea. I wonder if there is a super heavy duty OCR program out there that would read scanned handwritten text (cursive and block) as well as printed text and give you a plain text file you could clean up with an editor. That would make life easier for the owner, the A&P and a future buyer.
  5. I discovered that power for my JPI was not wired through a breaker, but had an in-line fuse that was buried in a wiring bundle above the control column. You might want to check for a blown fuse somewhere.
  6. A few years ago a buddy of mine did hit a deer on the runway at night. No one was hurt (other than the deer, who was cleanly sliced in two by the landing gear) but it was a Very Big Deal since he was flying a Cirrus. The Cirrus factory had to have engineers design a repair for the composite structure, then run detailed stress analysis etc to ensure that the repair would not alter V-speed and +/- g ratings of the airframe. The repair design, testing and actual airframe repairs were very time consuming.
  7. Does anyone have any information that correlates gear up landings with simultaneous non-functional gear warning horns (actually a beeper in my 231)? I can understand situations that produce distractions (someone cuts you off in the pattern, ATC tells you to go around, etc.) that could result in a potential gear up landing, but the gear warning horn should give you one last chance to realize the gear isn't down.
  8. +1 on caution using a heat gun. A significant risk is heating electrical insulation to the point that it softens. Any electrical conductors that are in contact with other conductors, or metal in the airframe could eventually ground out. If the resulting fault current isn't enough to trip the breaker you could have localized high-resistance heating, leading to a fire.
  9. I agree with @Amelia that going IFR makes life a lot easier if you are flying in the DC SFRA or even near the SFRA. Why bother with filing a SFRA flight plan, flying to a Gate and then hoping that ATC will let you in (plus ATC will tell you to stay out of Class B if you are on a SFRA flight plan). Also, going IFR keeps you out of pop-up TFRs. A few years ago I heard some poor guy getting the "Possible Pilot Deviation" greeting from ATC, when Prince Charles decided to visit Charleston SC on short notice, and a pop-up TFR was created that didn't exist when I got my briefing that morning.
  10. I alway think of the final scene in the movie Tora Tora Tora, when, after the Pearl Harbor attack, Admiral Yamamoto says "I fear all we have done is to awaken a sleeping giant". Although there is no proof that he actually said it or wrote it, truer words were never spoken!
  11. For this to work the thieves would have to match the existing flight plans and personal waypoints stored in the databases of the boxes they take on Raid 2. I would know right away that someone had switched boxes if I go to create a new flight plan and see that my existing flight plans were missing or the database contained a bunch of flight plans that I never created. Of course the time interval between Raid 1 and Raid 2 may be enough time for the bad guys to sell the Raid 2 boxes, even if I, as the Raid 2 victim, discover and report the theft the next time I go flying.
  12. @Jeev mentioned that he is waiting up to 9 weeks to get approved Aerocruze 100 kits for Cessnas and Pipers. That suggests to me that either (a) BK has such a huge demand for the AeroCruze 100 that they cannot keep up with demand, even with expanded production, (b) BK has not been able to successfully ramp up production since buying TT, or (c) The COVID-19 situation has adversely affected production. Who knows? BK claims that the FAA has all the necessary paperwork for the Mooney STC, and it's the FAA's fault that the STC has not been issued (funny how Big G never has these problems. Di
  13. This is not correct. The OSHA PEL (Permissible Exposure Level) is 50 PPM for an 8 hour exposure. The 8-hour PEL for CO in maritime operations is also 50 ppm. Maritime workers, however, must be removed from the exposure if the CO concentration in the atmosphere exceeds 100 ppm. The peak CO level for employees engaged in Ro-Ro operations (roll-on roll-off operations during cargo loading and unloading) is 200 ppm. An 8 hour continual exposure to 200 ppm could be lethal.
  14. "It takes a lickin' and keeps on tickin'" reminds me of this: https://youtu.be/_NHq3Yze6s0 when live TV was really live. Kudos to John Cameron Swaze for keeping his cool!
  15. This is confusing. The "PUBLISHED INSTRUMENT APPROACH PROCEDURE VISUAL SEGMENT" begins at the MAP, which is 2.2 NM from the airport. The minimums for this airport at 2 miles for Category A and B aircraft flying the LNAV approach. Does this mean that the first 0.2 miles of the visual segment may still be in the clag?
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