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gsxrpilot last won the day on October 23

gsxrpilot had the most liked content!

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About gsxrpilot

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    Won't Leave!

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    : Denver, CO
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  • Model
    M20K 252 TSE

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  1. I had a very similar situation with 252AD but not during a pre-buy. The A&P looking at the plane found corrosion, said it was on the spar and said the plane was grounded and needed a new wing. I went to the shop, and flew the plane home and to another shop for a second opinion. I had to close up the wing panels, and install the left seat myself. But as it turned out it wasn't spar corrosion, it was on the spar cap, and it wasn't nearly as bad as was suggested. The fix was not a new wing but a little cleaning and a very small doubler. So at least here in the US under FAA rules, I was
  2. Sedona is the only place I've ever had to go around in 252AD. Sight picture, winds, a restaurant patio full of spectators, or just a shitty day on my part, it was all wrong and so I went around and landed on the second try.
  3. The airport where I learned to fly has made everything since then seem easy. 5TX0 is 2600x35 feet. It slopes downhill from 17 to 35. 17 is typically the runway in use both take off (easy) and landing (not easy). The numbers on 17 sit on top of a bluff so coming up a few feet short would be fatal. But try being just a tad bit long and the runway keeps dropping away from you all the way to the end. I once went around three times trying to land on 17 after a particularly grueling IFR lesson. When I told the CFII that he'd probably have to take this landing as I was whipped, he responded that
  4. Airworthiness is rarely definitive or black and white. There have been many discussions about how any IA or FSDO could probably find cause to ground any airplane on the ramp, given a close enough look. Of course it seems like every guy walking across the ramp thinks himself to be the expert on airworthiness. But much like the Constitution or the Bible, there are as many interpretations as there are people to give them. If the airplane has a current annual in the log book, then it's up to me, the PIC to determine if the plane is airworthy or not. No shop is going to ground my airplane as
  5. Thanks, it's definitely difficult knowing that I'm completely without an airplane at the moment. But I'm enjoying learning to fly tailwheels and possibly some other things as well. I'm also studying for the FOI exam. As of this morning, there is an RV-3 parked in my hangar. It's not mine, but the owner, an AirForce B52 driver, said if I could get checked out in another RV taildragger, he'd let me fly it. So there's another flying project to work towards. I'm also trying to find someone with a big wheel bush plane, like a 180/185 who'd like to share a hangar and swap flight ti
  6. I have a detailed log of every flight I've ever made in N252AD. And when the time comes to sell, I'll just send the SavvyAnalysis link to the buyer and they can have access to all the log data.
  7. Laura at SWTA is particularly good at deciphering these types of handwritten cursive log entries. That's just one reason to send logs to her for inspection prior to a pre-buy. It's the best $250 you'll spend. And then if SWTA is doing your maintenance, you can expect to have very well organized and legible logs going forward. I just did my Commercial check ride and the DPE warned me that he would spend time going through the log books for the airplane prior to the Oral portion of the test. He said they were the best organized, easiest to read logs he'd ever seen. The AD list was separate
  8. So while my Mooney is in the shop, I'm doing something I've always wanted to do... get a tailwheel endorsement. I've always said, the sexy airplanes are all retracts or tailwheels. And I've always been just a little bit embarrassed that I can't fly a taildragger. So I'm addressing that issue and putting it behind me. This is just pattern work so not all that interesting. But I'm having a great time learning to fly all over again. (Actually the flying is the easy part, being on the ground is the issue.)
  9. I've been known to make a low pass or two. As long as I'm not causing any issues in the pattern, quiet little airport, no tower... Why not?
  10. It will self trim and should fly hands off when done properly. I could even fly my hang gliders hands off. Just like an airplane, put it where you want it to go and trim should keep it there, even in a turn.
  11. Michael Craig is a kid who loves aviation and has started selling a product to help fund his passion. Tailmakers3D is a 3D print silhouette of your airplane with your tail number on it. Put this up on your fridge, wall, window, hangar, etc. www.tailmakers3d.com You know you want one.
  12. I've been up in trikes a few times and hold a Hang 3 USHPA rating as well. I agree that going back and forth between weight shift control and the Mooney with yoke and rudder control becomes second nature in about 3 minutes the first time. You just think you're connected directly to the airflow in your Mooney. In a weight shift aircraft, it's so closely connected that it's just second nature.
  13. It would have moved the weight to the tail rather than on the engine. Otherwise, it's probably a wash.
  14. You have Western Skyways overhaul on your list of options. There is nothing Western Skyways can do that Jewell can't. The difference will be 50% of the cost or less.
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