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OBX-Pilot

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  1. I watched the biplane I bought come down $20,000 over a year on TAP. That was in the 2008 recession. There was another thing too. The PO was a former fighter pilot ... and he had put the GL on it's nose over-braking. Every time he saw that airplane it reminded him he had screwed up. Our egos can be a terrible thing.... but in this instance a good thing for me. I think I'll run over to the hangar and see if one of those clamp ons would work on my bipe. I'd put one on my J-3 ... but then it would take the same time as driving (unless I had a headwind) ...
  2. Dang. Found another "good deal" and wrote the seller only to get a reply back this morning that there was a sale pending. I've moved money into my checking account for a deposit ... but am preparing for a long process. Plenty of airplanes out there at about 10K more than the two I've found and lost so far ... Time to put a GPS panel dock in my biplane and just use it as my temporary traveller. It will be twice as fast as driving ...
  3. Yeah, I was a bit amazed when I found this one ... and it wasn't too far away. I fired off an email immediately ... and got the response promptly. Glad the seller had the courtesy to respond. Sad about the nature of the response. I looked for my J-3 for a year ... and ended up buying the first one I'd seen ... at what I had offered a year before. I looked for my Great Lakes for 5 years ... but when I went to see it I took my mechanic along to do a pre-buy and made an offer the next day. I have not regretted the time I took on those two one bit. To be honest I can and have done trips in my biplane. My wife loves the "sight-seeing" aspect of it ... and as a pilot with 2,000 hours in Hueys 100 knots doesn't seem so terrible...
  4. Well darn. I thought I had found the "perfect" airplane meeting all my needs and wants ... at considerably less than I thought would be required .... and was just informed the seller has been given a deposit on it ... Still a lot out there. I guess patience will be required ...
  5. Also here is an explanation of the PTS for short field by an examiner writing for AOPAs Flight Training ... http://flighttraining.aopa.org/students/maneuvers/skills/shortapproach.html
  6. I would highly recommend you get a copy of the Practical Test Standard for this flight test. There was a time when they were more or less "suggestions". They now define what must be accomplished. Task F: Short-Field Approach (Confined Area—ASES) and Landing (ASEL and ASES) References: FAA-H-8083-3, FAA-H-8083-23; POH/AFM. Objective: To determine that the applicant: 1. Exhibits satisfactory knowledge of the elements related to a short-field (confined area ASES) approach and landing. 2. Adequately surveys the intended landing area (ASES). 3. Considers the wind conditions, landing surface, obstructions, and selects the most suitable touchdown point. 4. Establishes the recommended approach and landing configuration and airspeed; adjusts pitch attitude and power. 5. Maintains a stabilized approach and recommended approach airspeed, or in its absence, not more than 1.3 VSO, ±5 knots, with wind gust factor applied. 6. Makes smooth, timely, and correct control application during the round out and touchdown. 7. Selects the proper landing path, contacts the water at the minimum safe airspeed with the proper pitch attitude for the surface conditions (ASES). 8. Touches down smoothly at minimum control airspeed (ASEL). 9. Touches down within the available runway or water landing area, at or within 100 feet beyond a specified point, with no side drift, minimum float, and with the airplane’s longitudinal axis aligned with and over the runway center/landing path. 10. Maintains crosswind correction and directional control throughout the approach and landing sequence. 11. Applies brakes (ASEL), or elevator control (ASES), as necessary, to stop in the shortest distance consistent with safety. 12. Utilizes after landing runway incursion avoidance procedures. 13. Completes appropriate checklist. The above is the long and short of it. What I did when I took my ride back in the stone age is irrelevant.
  7. Very observant! I live within 5 minutes of KMQI. It was a job requirement when I moved here in '89.... Now it's just convenient.
  8. As they say the devil is in the details. I have always used my mechanic that worked on the helicopter I flew for pre-buys and he has taken care of a couple of Mooneys and flew one for years. He has kinda lost interest since he retired and I understand I really need a Mooney savvy mechanic ... so I'm looking for one of those too. (I have heard horror stories of missed items on pre-buys.) Yes but plenty of good deals can be a problem too (a good problem) because each is mutually exclusive of the others. I have friends with airplanes who will take me to see airplanes within 500 miles ... and my wife and I drag an RV out to AZ each winter ... so the potential "looking area" is pretty big. Te good thing is I'm not in a big hurry ... I can always take my time and fly my biplane places ... I'm about 60 miles South of Norfolk, VA so a lot of the East is in range ... and the SW is where I am January thru April ...
  9. Yes but it's been some time ago. A fellow that had a 201 wanted to get his Instrument rating. I don't like instructing in an airplane I haven't stalled or landed so I did most of the iterations of those two things.( I thought it was pretty benign compared to power on stalls in a Be58.) That said I got a lot out of the BPPP put on by the American Bonanza Society (there's no such thing to me as learning too much about what your flying.) and would like to do the same kind of thing in the Mooney I get. I tend to be pretty demanding of myself...
  10. An upset attitude where no one's upset ... ...least of all the 12 year old girl in the front 'pit' ("I'm almost 13 Pahpaw...") In this case (a reverse Cuban 8) I am waiting for airspeed to diminish to pull thru like in a Split S ... almost never the answer in a true upset. Roll to the nearest upright with full aileron ...
  11. I have not had a traveling airplane in 10 years. That's when I sold my very roomy very nice A36...and bought first a J-3. Then a Great Lakes biplane ... and then retired. Recently I have had a relapse with the traveling airplane bug. It became acute with a flight to Oshkosh. Two candidates. An RV-8 or a Mooney. Both fast and efficient. With an 8 maybe sell the biplane and do acro in the 8. But I love flying a biplane (and so does my granddaughter). And sometimes there may be 3 of us. And rarely 4(two grandchildren).. My 3 sons are grown and mostly not under my roof so I don't need space for 5. When I had the A36 I would sometimes just go up and bore holes. I like to fly. But boring holes at 16 gph always made me feel a little guilty. The IO-360 in my GT-1A-2 averages about 10 gph. No guilt. There were times I could have used a turbocharger in my Bonanza ... but not often (I'll land at Denver instead of Leadville and rent a car). So I think the J model is the one. I think I want one with the OVHL by a reputable shop in the 1st 1/4 of it's TBO. I would like a WAAS IFR certified GPS but I'll settle for a non WAAs certified GPS. Nice paint and interior a plus(for the wife...mostly). HSI a plus. I do not plan to fly low IFR but I've seen how that can go to heck in a hand basket. Useful load is a factor. And I want to keep it under $100,000. Am I just clueless or does this sound within reason?
  12. I often think of Pogo of the Okefenokee Swamp's statement that "We have met the enemy and it is us..." on this kind of thing. I learned to fly in 1968 at Ft Wolters, TX. There were easily a thousand plus of us fledging almost aviators flying a variety of OH-13s, OH-23s and TH-55 all crowded into very constrained altitude and very small area. But our heads were on a constant swivel and there were very few midairs. Of course in those primary trainers there was very little to look at in the cockpit...so it was easy to keep our attention outside. Jump forward to last week. I am flying a '07 Stationaire with a dual display G1000 glass cockpit, a Garmin 696 backup to the backup and an Ipad loaded with aviation apps. There is just so much golly gee neat stuff to look at and so many buttons to push and dials to turn ... When I was working on my double I the CFII I flew with the most me hammered into me over and over that 50% of my job was looking out for other traffic and I had to instruct with the other 50%. It was just sooooo easy to get task saturated inside the cockpit teaching instruments. The same is true with the modern cockpit and it doesn't take much. A Garmin 496 can steal you attention for the critical period of time it takes another aircraft to go from a speck ... to eternity. See and avoid can work ... but I have to work it...and so does the other guy. I use the other resources as augmentation...
  13. That is about the best take-away from your incident you could make. Both of you will be better pilots when you are done. It amazes me how often someone will spend a large amount on an airplane then short cut training. One point if I may. Most often in the training scenario the spin is entered from a power off stall. It is incredibly important to thoroughly "get" that the first step in spin recovery is Power to Idle. Many if not most aircraft will not recover from a spin with power. Enjoy your training.
  14. Just a little factoid from AOPA's Air Safety Foundation. The pilots statistically least likely to have a stall/spin accident are Student Pilots and ATPs. And Private and Commercial Pilots are the most likely to have a stall/spin accident. In my experience the single most important factor should one encounter an inadvertent spin (only fools and test pilots intentionally spin aircraft that the POH prohibits spins in) is "have you been there before and do you know the way out." Book knowledge will be of almost no value... As far as upset training a former student of mine found himself inverted in a Cessna 206. Now by that time he had over 2,000 hours,was a Commercial pilot and a CFI ... and having never been inverted he did exactly the wrong thing ... he attempted a split S. Fortunately he was at 6,000 feet and recovered to level flight at 1,000 feet. He is not a fool... he was just ignorant.
  15. After I "negotiated" a free ride for Jenny and myself to Oshkosh... she asked 'what do they do at an airshow ... ?' When we finished I told her "this times 100..."
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