Jump to content

jasona900

Basic Member
  • Posts

    207
  • Joined

  • Last visited

  • Days Won

    1

Everything posted by jasona900

  1. Here is the story on the F-14.... flew in for firefighter training as suspected. https://www.navy.mil/submit/display.asp?story_id=14568
  2. Agreed! And I have a Sensorcon already. I usually attach it with Velcro to the blanked off instrument cover. But working on a better, more permanent attachment.
  3. Honestly couldn't have said it better myself. I have found the GNS-480 paired with the STEC-55x to be incredibly functional and reliable. Shortly after takeoff I can engage GPSS steering, dial in a vertical speed until I hit and select my cruising altitude... and then not touch the controls until the DH, all within .02 NM of course centerline. It still amazes me every time.
  4. A great airplane that is not getting flown as much as it should. Based at Gillespie (KSEE) in San Diego. Plenty more pics and complete logs. $90k. '78 M20J 201 TTAF: 3904 TSMO: 1882. Annual due March 2020. Nicely equipped with a Garmin GNS-480 and STEC-55X autopilot. ADS-B out compliant with a Garmin GTX 330ES transponder. PMA-450A (four place)intercom, EI UBG-16 engine monitor, Shadin Miniflo-L fuel flow. IFR inspection completed in March 2019.
  5. This works really well for me: At shutdown, throttle to 1200 RPM. Then slowly bring mixture to cutoff. The engine will sputter and then shutdown. Leave the throttle where it is at. Should have no problem starting 4hrs later... just like any other hot start.
  6. Check the antenna connection on the back of the mounting bracket. Mine comes loose every now and then due to vibration.. a quick wiggle and problem solved.
  7. I think this is an excellent video with several lessons learned...and for now, putting aside anything they could have caught during preflight due to fuel contamination. Obviously he executed a perfect water ditch, and since it was captured on video, we are lucky we can learn from that. It is really hard to see people in the water, unless you are right on top of them. One of the best signaling devices you can own is a mirror to reflect the sun during the day, and a strobe during the night. Google "survival mirror" and you can get one from REI for less than $5. Simply waving at your rescue will not do. They will not see you. Chances are, they will fly right past you (assuming like in this case, there are no other debris in the water). Assuming a calm sea state like the one they were in, they could have splashed the water to make them stand out a little more. Not so much of course in rough seas with white caps all around. Reflective tape goes a long way if you have a raft. Had their friend not been orbiting overhead, I bet the Coast Guard would have had a really tough time finding them. Even worse if there was a strong current. It took the Coast Guard about 45mins to get to them. With a good current, you can drift a long way from where you ditched in that amount of time, and drastically expanding the search area for your rescue. They were lucky they were still within cellphone range. Put the water temperature into your flight planning calculus (altitude/glide range) when you are going to transit over a large body of water. They were showing signs of hypothermia after 30 mins. Imagine if it was winter...or they were in the PNW.
  8. I have slipped my J many times.. was a reason given why you cannot?
  9. That's a good idea! I'm going to start doing that..
  10. Thank you for reminding me to update my profile! We moved to San Diego last week.. now based at Gillespie. So I guess I did fly in from Nebraska, with a two month hiatus enroute
  11. I have a Bruce cover on it now.. so that helps.
  12. Thank you for asking! Yes, it is quite the mild climate here.. really looking forward to getting back and exploring California!
  13. Very true...but given the opportunity, I’d rather keep it hangared.
  14. Reviving this thread.... I have made it to San Diego for house hunting! But the hangar won’t be available until we return mid June. Right now the plane is on the ramp at Gillespie.. but would like to find a corner in a hangar to stuff it for about a month before we return to Omaha on Sunday. Anyone have any room? Will pay my fair share for the space!
  15. I have reached out to Foreflight with other questions/issues and found them to be extremely helpful and responsive. I’m sure they can help you out.
  16. After sharing stories with a buddy, we realized we had different definitions of what "hard IFR" is. His definition, put simply was that hard IFR would include weather conditions that would result in an approach down to near, or at mins. My response was that we shoot practice approaches with foggles to mins all the time... why should it be any different in actual clouds? Personally, I rarely have the opportunity to fly an actual approach down to mins, because of MY definition of hard IFR. My definition includes the potential for imbedded thunderstorms, other convective activity, or icing forecasted along my route.. Like most people, that weather keeps me on the ground. But if we had a foggy day like this morning in Omaha, so long as it was above mins, I would have no problem going. I'm not worried about mountains here in the Midwest..but given the same conditions in say, Colorado, I would invoke higher, personal minimums So my question to the group is... what do you consider hard IFR?
  17. I recommend the folks in Willmar, about 1.6 Mooney hours away. I’m in Omaha. Let me know if you want a pre-pre buy by a non A&P.
  18. Very nice... should sell quick!
  19. ..since this can of worms has now been opened... I was curious to hear the quorum's thoughts on periodic updates during annual. I will say, that the manager of the shop that caused my gear to collapse on my prior Mooney had by far the most outstanding level of communication I had ever experienced by any shop, for any machine repair. He would call me daily, sometimes multiple times with updates. I loved it. I felt like I knew exactly what was happening, and when they went past their promised schedule by one week to replace my exhaust, I found that perfectly acceptable. Not a surprise because the lines of communication were so great. It is unfortunate the story ended how it did.. Other shops have been exactly the opposite, to include some of the countries biggest MSCs. I get it, that these shops are busy, and they really should focus on fixing the airplanes. But there is a customer service aspect here too. We are spending A LOT of money during our annual inspections...is it too much to ask for a weekly update? Or even a text. I think it is unsat to go a month without an update, or to feel like you are "bothering your mechanic" asking for one. A lot of us are not fortunate enough to live near our favorite maintenance facility. It requires time off work, asking friends for rides, expensive airline tickets, or long drives in rental cars to pick up our airplanes after annual. For me, that takes planning...and the closer to pickup I have to plan, the greater the personal and financial inconvenience.
  20. Goodness... I just got my plane back from annual, and found a few small discrepancies (floorboard landing gear indicator light inop, cht probe not hooked up) but nothing like described above. I have had a miserable result due to faulty maintenance on my previous Mooney resulting in the gear collapsing during taxi. I still will not publicly drag that MSC's name through the mud on a forum like this... typically because I think maintenance "malpractice" is not the norm. But maybe it is time to reconsider... should we start attaching names to the mechanics who are providing this substandard level of service? If a doctor was going to preform a procedure on me, sure would be nice to know if he had a history of malpractice BEFORE it is too late.
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.