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gsxrpilot

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Everything posted by gsxrpilot

  1. Yes, we should all be careful and not gear up our airplanes. But the reason being that it might increase everyone else's insurance rates a few dollars... is so far down the list of reasons that it's a complete waste of an otherwise good brain cell to even think about it. #firstworldproblems
  2. Different parts of the trip are better at different times of year. But coming through the Rockies, summer would be better. But if doing the section from San Antonio to LA in the summer, go early in the mornings. You don't want to be anywhere over West Texas, New Mexico, or Arizona after about noon in the summer. I know Denver isn't on the route of a circumnavigation of the lower 48, but if you do come through the central Rockies, maybe to land in Leadville... the beer's on me.
  3. Yes, in an M20C. Actually we flew from Seattle to the East. Or at least over the parts you care about. We did this in July several years ago. I thought it was easy in our M20C loaded pretty full. It was a mix of VFR and IFR flights. KBFI KCOE KGPI KWYS KANW KOMA
  4. Many of us who have hangars, got them before the airplane. A hangar is a lot harder to find than the airplane.
  5. If you've really got a fast airplane, you don't have to talk about it. It will be evident to the controller.
  6. I did this to satisfy my Commercial, 2 hour day/night cross country requirements. My brother and I took off at 3:30 am and flew 2 hours to breakfast (night cross country). Then flew home (day cross country).
  7. Don't pass up this opportunity!
  8. Never No No With your turbo, altitude doesn't play into the equation. Or at least not for this conversation. Use lean find to discover the correct fuel flow for a given MP that puts you where you want to be LOP. Make note of those numbers. For me in my 252 a typical LOP setting was 25"/9.5gph. Once you know the numbers for your engine, you can skip the Lean Find feature and just go to those numbers. And if during a long flight, you notice the MP change or the FF change, just put it back. No need to run lean find.
  9. It's not just the 1000' between them that provides separation. The thresholds are 2000' apart as well. And in a very busy metro airspace, with lots of Deltas close to each other and various Bravo shelf's hanging over everything, two stadium TFR's, and rising terrain very close by, you don't launch into the sky here in the Denver area without knowing where you are and where you are supposed to be, at all times. There's no excuse for the Cirrus pilot in this environment.
  10. I like your way of thinking. The engine monitor will certainly give you more information than not having an engine monitor. I would separate the two decisions. Go ahead and install the engine monitor. And I don't think the engine on or off makes any difference. Get a Primary engine monitor and then remove the factory gauges. The two sets of gauges will never agree and you'll always wonder which is correct. So go with a Primary engine monitor so you can get rid of the original gauges. Now that that's done... decide what to do about the engine. If it's running well, has good compressi
  11. I think the question about mission is around what type of flying do you want to do. If the flights are local, less than 50 mile trips, then the Mooney is probably overkill. But you also mention trips to Colorado or the mountains out west? One flight with the kids from the east coast to Colorado in the SR20 or C182 will probably cure you of flying. It would not be fun and will probably take a few days. The Mooney will put just about everything east of the Mississippi in range for lunch and the rest of the country in range for dinner. From my perspective, the SR20 is going to be like flyin
  12. CAPS min alt is 400 ft. But I would be a little hesitant to pull the chute on my base to final turn. That would be pretty low.
  13. I shouldn't say "all" traffic. But there is a lot of airspace under various controls stretching to the north east. So my experience has been that coming from the east or specifically north east, I have to either fly south and then join the left downwind for 17R or even if IFR, cross KDEN right over the center of the airport and then an approach from the north. I have come from the east by staying under the Bravo (6500) but above the grass (5800) and then through the AFB Delta. But it's a tight squeeze.
  14. I like the K model Mooneys and think they are the right plane for almost everyone. Maybe that's why I own one. So if you have the opportunity to buy a good one, not a cheap one, but a really nice one, because they are rare, then do it. Really nice K's don't come around often, so if you can buy one, do. Then find someone to fly it and keep it in nice running condition while you keep learning to fly in the Cessna or Piper, or whatever you are using today. Get your Private, and then start transitioning into that wonderful Mooney. You'll still be money ahead.
  15. How much is the plane insured for? If it's insured for $50K or less, it will most likely be totaled. If insured for over $50K it will probably get repaired. If it gets totaled by the insurance company, he will have the option to buy the wreck back from them. They will give him a check for the insured value and he will likely be able to buy it back for some figure less than that. This same thing happened to a friend of mine. The plane was insured for $50K. It was totaled by a gear up. He could have bought the plane back for $37K. That would have left him $13K to do the repairs. He c
  16. I've flown visual approaches to both of these runways more than a few times. And my home airport, the other extremely busy GA airport in the Denver area, also has parallel runways with both in use 90% of the time. At BJC it's right traffic for one runway and left traffic for the other. At APA, the runway thresholds are different by almost 2000 ft. So with a tower managing traffic, a right base to 17R should be at least 2000 ft inside someone on a right base to 17L. And this wasn't the issue in this accident either. One other note is that when landing south at APA, all traffic has to come
  17. https://coloradosun.com/2021/05/12/two-planes-collide-cherry-creek-reservoir/?fbclid=IwAR21gVUL3aqRWnC-n2YvwuIMKY7sXqVX6k-TvWKhUyM6RtKyrBl-gUGWu_A +1 for CAPS and +1000 for the kid flying the Metro. Evidently the Cirrus pilot blew through his base to final turn even though he'd been told of the Metro on final for the parallel runway. My base to final turn nearly always involves traffic for the parallel runway. I either see it, or make damn sure I don't overshoot final. In fact I'll probably roll out lined up on the taxiway and then have to gently side step to actually land on t
  18. https://coloradosun.com/2021/05/12/two-planes-collide-cherry-creek-reservoir/?fbclid=IwAR21gVUL3aqRWnC-n2YvwuIMKY7sXqVX6k-TvWKhUyM6RtKyrBl-gUGWu_A So this happened today. +1 for CAPS and +1000 for the kid flying the Metro. Evidently the Cirrus pilot blew through his base to final turn even though he'd been told of the Metro on final for the parallel runway. My base to final turn nearly always involves traffic for the parallel runway. I either see it, or make damn sure I don't overshoot final. In fact I'll probably roll out lined up on the taxiway and then have to gently si
  19. Wow! I'm glad everything worked out alright! I'm sure there will be a lot of responses on this and lots of advice. I'm pretty sure my take on this will be panned by many as well. But in my cockpit I like to fly based on the feel of the airplane and less on the numbers. As you noticed, the wing will tell you when it's ready to fly. It will take longer to get there with high DA, and you'd better be sure you have enough runway. But there's no use trying to make it fly before it's ready. So notice the feel of the wing ready to fly, as it will always be the same regardless of DA. Experien
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