phecksel

Mooney's land when they are damned good and ready to land, and not one foot sooner. Guy who totalled my plane after he bought it, looking at the accident report, I'd bet that's what happened, but it's all speculation on my part. My worst mistake was a downwind takeoff on a short grass field with large trees at the end. My ground transport even asked which direction I was taking off, as I always took off in the same direction. Talk about a serious case of brain fart. My airplane loved me.

for 8 years, it was an hour drive. Kinda made the hamburger run a moot point. Last two years of ownership, moved if 5 minutes from home... at 3X the hanger costs. HOWEVER, with it being so close, the annual expense went down considerably, because now I could work with the mechanic. Funny how the annual took a week when I wasn't there, but 2-3 days when I was there with him, AND I felt more comfortable that every thing got done.

I heard a lot about Coy and his business. My first hand experience with Tim was good. Not a fan of companies that intentionally fraud customers

So, while at Lasar, what other kinds of goodies are you going to spend money on?

Short Body Final Approach Speed stabilized outside FAF Gear down (slight pressure on yoke to avoid pitch up), if you're stabilized, you'll track GS perfectly all the way down with no other changes. Break out above DH, takeoff flaps. Breakout at DH, no flap landing.

Thought I heard LASAR might have acquired Modworks STC's... might be worth a phone call if in fact they had an approved engine change As I understood the hurricane issue, Modworks had insurance, but not for the specific type of damage caused by the hurricane. I drove over to the airport a few months after it was destroyed, and it was mostly leveled. As far as I remember, Coy was not associated with Modworks in FL. Coy had his own shop. I had some deaings with Tim Coons. I found him to be a stand up business guy. He did a most outstanding job painting my C. It was BEAUTIFUL. His spring flings, or what he called them were a blast.

I'm building a new AR... you need anybody to put that through a 5 or 10 year test cycle?

and if you really want a math lesson, try doing both at the same time!

Dependency on GPS? I thought SOP was to tune in the localizer, even in CAVU

I gained approximately 5 knots, but ragged doesn't even begin to describe the condition of the paint I never saw any improvement with wax. The only way I would buy any increase, is if the the paint is really really dirty and polishing takes off the layer of dirt I used lemon pledge and baby wipes on the leading edge. After races, it was completely covered in bug guts. That combo cleaned them right off.

Problem is, at 2700 RPM, prop tips create a LOT of noise. My house is between two airports and don't see much airport traffic, and it's usually at a decent altitude before crossing over head. There is a HUGE difference between a plane that has pulled back the RPM's slightly than one that hasn't.

Awesome short hop! I would highly recommend Pontiac MI, KPTK on future trips instead of Port Huron.

Would you rather have the head of the organization spend his time lobbying, or driving a car? Congress critters have little to talk about... Ms. Pelosi rationalized in her pea brain she deserved a govt 757 to fly her back and forth between CA and DC every week.

nice necro thread Climb out, pull those props back a bit. Full RPM's make a lot of unnecessary noise. MP OWT, pinch hitter instructor that flew with my wife insisted, no demanded she never let the engine get over square, or it would blow up... keep in mind she couldn't swing the j-bar and was going to land gear up anyway!

Prelim report out

I saw the nose gear collapse on FB, what else was there?

If AOPA was not there, where would GA be today?

I received approval from the request for immediate climb. Right or wrong I did survive the encounter. It was weird looking at all the bumpy nodules across the wing, and the airflow was pretty badly trashed. Phase diagrams really show how this is possible. Water can be liquid or solid at the same temperature. I once set a pitcher of water in the garage when it was bitter cold out. When I picked the pitcher up, it was liquid, By the time I got into the house, it was frozen solid. Kewlest accidental experiment I ever did

The only time I can remember wishing I had them were the few times I flew over Detroit's CBA to the cutout around the VOR and then decending into PTK. IRC, it was 850 feet per minute to pattern altitude, and in an already fast C, made for some interesting issues screaming into the pattern at near red line speeds to a busy airport.

Climbing with a plane that was already feeling mushy, even at that high of an IAS was not a wise move. Decending and increasing speed, and hopefully into air warm enough to melt seemed after the fact to be a smarter move. The one time I did declare an emergency, I was impressed with how fast stuff happened to help me.

It was on a photo he had on his facebook page. The accident happened in 2009, nose gear collapsed and the airplane went off the runway. Someone has since logged into his account and removed that one and several photos of his nieces.

John Deakin told a story of a flight that sent chills down my spine. Don't recall the details, but it was very harrowing. It was either shared on Avsig, or published on AvWeb.

you got it right, if the wings are warm, pull it out of the hangar where snow hits the cold wing, melts or partially melts and then refreezes. Not an OWT, I had that happen to me as snow blew off the top of the hangar on the wing. I delayed my trip for almost an hour while I waited for it to remelt back inside the heated hangar, wiped it off, turned off the heat and let the wing chill to ambient. I stopped heating the hangar after that, just the engine, with a small electric space heater inside the cockpit. At homecoming one year, we had a spirited conversation about winter flying. Someone had painted just the leading edge a dark color with the thought of ice melting faster due to the color... nice idea, except what it did was create an ice ridge right at the interface between dark and light, which destroyed lift.

This has to go back at least 15 or more years ago. Mostly scattered clouds, below freezing at surface, IFR flight at either 4 or 6k. Well below freezing, and IRC below 25°F, which is generally considered the key temp for potential icing. I was right at the tops, popping in and out. All of a sudden I'm getting hammered with sleet like pellets and rain. Rain-ish like pellets are hitting the leading edge and rolling back and freezing on top of the wing. Lost 30 kts IAS in 30 seconds, but even worse, controls are getting mushy. I will forever be grateful to the CFII that checked me out in the Mooney, he beat into my head the need to "feel" the airplane. I requested and received an immediate climb. Post event analysis, I should have never climbed, my excuse, I was just below the tops, but still bad decision. Second thing, not declaring the emergency was just flat out stupid. That one little word can just about provide unlimited help. I did file a NASA report. Few years later, I'm contacted by a NASA researcher. We had an extensive conversation about the event, the atmospheric conditions, and the dangers. Because the air was relatively stable, there was nothing to trigger the below freezing water to phase change to ice... that is until my M20C disrupted their happy life as water. It really shook me up when the researcher told me that are very few surviving encounters with SCDD, and as a result even difficult to research. It is such an extremely rare event that probably nobody on this board will ever encounter SCDD, but if you do, find an out as fast as you can.

It was likely snowing there. wings above freezing temperature will melt the snow and refreeze.