PeteMc

So you work for CGS? You guys bailed me out earlier this year when the (new to me) shop sent my tank and regulator to the shop they had always used. Estimate came back WAY high and my regulator that was working perfectly and no unexpected loss/leakage suddenly had multiple leaks in both sages. He got it back and I had gotten recommendations (from here) and send it to you. Still wonder if the regulator parts you received were actually the original ones that came out of my regulator at the other shop. But we'll never know.

That's exactly my point. No need to do a test when you have a years worth of O2. And exactly what logic??? I do not believe there is an issue with a charged bottle suddenly going bad and it will explode. If anything, it will probably just leak out at a weld. What happens with the hydro test, as I understand it, is to overcharges the bottle to make sure there are no defects primarily from abuse. Think welding tanks dropping off a truck. But aging is also an issue. But maybe someone with more experience can jump in, but I've never heard of a full aviation tank suddenly going bad. More likely it would be the regulator or something in one of the lines. And I thought I had the documentation where it actually says it can be done at the next filling, but I can't find it right now. I'll do some more digging tomorrow if I get some time.

It depends upon which tank you have. Some have an end of life date, others don't. You just need to confirm which tank you have and find out what the story is for you. The other thing that gets people is when you have to do the hydrostatic test. If you have a full tank of O2 and someone tells you that you have to send in the tank. Have them show you the reg. I understand it to be at the NEXT FILLING. You don't have to pull the tank and send it in by date. Now it may just be easier if the plane is in for its Annual to send it in then. But that's your call.

But, as usual... Only this year. And if you're looking for a places for 2025... I'm still pushing the SFF/GEG area for June, Sept or Oct. (Still too much of a chance for ice in April.)

I was wondering the same thing since I ended up not making it back to VT. (Time to spare, go by air...) Maybe @kortopates can fill us in.

Look OUTSIDE?!?! Surely you jest!!!! That's why I have synthetic vision, Traffic on one screens, Wx on another screen. WHY?????? Would anyone look out the window these days?!

No different than a Cub (or other plane) with no electrical system and no hand-held. If I lost my hearing I'd probably only go with another pilot or someone I knew that could really work the radios. And this is only because I'm so use to working with the radios it cuts down how many planes you need to find only by scanning. But if I learned as a deaf pilot, I guess it would be totally different. More like those that learned in the NORDO Cubs. So my scanning skills would probably be a major grade above mine now, which I hope are pretty good.

Again, the reason I don't like polls is that you end up giving points to an answer you're not totally in agreement with. For me it has a lot to do with the big picture and are we converging or are they just crossing over or under me at 1000'. I've been in a Pattern where someone was was doing a Overhead Pattern Entry to a Tear Drop entry. He was 500ft above and no more than 1000ft laterally as he passing behind me. He had called me in sight and I could see him just fine, and based on his track, I knew I was indeed the person he called in sight and was indeed going to pass behind me. Close? Yes. Too close? I don't think so based on the situation and we both had each other in sight. Technically he could have been 500ft directly overhead, but (I'll assume) he was smart enough to go behind me for some extra cushion of safety. Had there been someone else behind me, I would hope he (we all) would aim to go above the gap between the planes rather than right over one. It just adds that little extra bit of safety. (And, of course, he was not an commercial operator with the 1000ft restriction.)

Was that for me? Your basic deer in the headlights look. He wasn't that young, but I'm still going to guess a newly minted or low hour pilot. But as for the expressions of his Pax, to steel from a commercial, Priceless! Hopefully it was one of those learning moments that he just didn't forget!

I used to routinely fly in/out of a 2500ft strip, but it was at sea level. So it was doable even on hot days, but again, it's all about the load. I've also gone into 1800ft strips, but I don't think I'd make it a norm. Again at sea level and there were no obstructions (the ocean off the end of the Rwy). And I would not do an 1800ft Rwy today. I'm not "as practiced" on my short field landings as I used to be. It was no biggie going into short fields back when we were trying to simulate a Mooney Carrier Landing for an article at BDR (stop before the intersection on Rwy 29). But not only do you need to be right on the numbers, you actually have have the "feel" for if everything looks right. And that takes CURRENT experience, not just experience. If this is your home airport and you're always flying into it, the I guess it would be doable. But you'll really need to crunch the numbers at different weights and temps as the K will fly much different than your C. But the Ks are good planes.

My issue was at KBID on a typically busy weekend. As I recall... there was a slightly extended DW an I was #3 when a Cessna announced entering the DW and it sort of took note because there were a few others in the DW. #1 guy lands and then new #1 Announces on Final. I announce #2 Turning Extended Final and the guy behind me Announces #3 Turning Extended Base. So now the Cessna announces Turning Base, at which time I speak up with along the lines of "hey Cessna don't turn base you're actually 4 or 5 in the DW." But he continues. So I'm watching him a now it's "Hey Cessna, you're about to cut me off" and there's no reply. As we're converging one what could have been a mid-air I'm tossing out "Hey Cessna on Base, look out your right window, do you see the guy you're about to cut off!" Still no response shortly after "Cessna turning Final..." Once on the ground I had no problem going up to him in front of his 3 Pax and telling him he' lucky they're not all dead. And his radio was not just for talking but LISTENING too. Had I not heard or seen him, we would have been that text book mid-air.

So I'm not going to make this one either. Alternator is off the plane and there is a replacement, but the gear and sleeve didn't pass. And those will not arrive in time for us to make the 1,843nm trek back to VT. Maybe I should figure out a way to get a Center Fuel Tank installed under the back seat so I could have cut down the stops! Not sure what the policy is, but if someone needs a seat, let me know!

Ummm.... Don't think you can do a "Solo" IFR flight though.

So I take it that's the place to go? I see it's about a 9 min walk from the Best Western.

It's the alternator. The shop does not have the brushes to rebuild this one, IF that is the only issue. And since they don't do too much work on Mooneys they were having problems finding the parts. So I'm having my Air Mods (my old shop @ N87) send me one. If all goes well, we'll be heading towards BTV early tomorrow afternoon. It messes up the plans to go see people on our way there, but glad I found out about it while we had a few days to fix the issue. Had I just been planning to leave tomorrow AM, that would have been even a worse bummer.

Glad they survived. Hope we eventually get some details that we can all learn from.

Yes. Nothing obvious.

I am still hoping to make it, but I'm AOG right now. We were all loaded up and ready to go when the Low Voltage light stayed on even when I bumped up the RPMs. None of the usual checks fixed it, and being Labor Day there is no one around to take a look. I've got a couple of days to resolve the issue and still get back to VT. But if I end up waiting on parts or some other multi day delay, I may be reaching out.

I don't know what it is this year, but I seem to always be tongue-tied at Towered airports, but no issues at Non-Towered. (Except it still seems weird and a lot of extra talk on the Freq to use your N# at NT airports.)

Will do! And take a look at the "ADDED" on my original post about a Wash & Wax.

Ha! So you missed the the April PPP in Santa Maria too!

So who is going to the PPP next weekend (09/06-08)? Not to jinx us, but so far we're set to leave from KSFF tomorrow morning with multiple stops to see people on our way to VT. We should arrive late Thursday afternoon with a short flight up from KABE. ADDED: And for anyone that's going and is interested in getting your plane cleaned up... I talked to Mark (508-640-5832) from New England Aircraft Detailing about getting my plane Washed & Waxed on Friday while we're in class. If anyone else is interested, give him a call or send a text. There's a chance for a discount if there are a few planes for him to work on there. UPDATE: A quick FYI... New England Aircraft Detailing is not for the faint of heart, or wallet. Quote came back for $1,550 ($600 wash, $600 wax, $350 travel). When the FBO gave me their number, I figured they were in the area. But obviously not with the travel time fee.

Actually... I'd suggest they read AC90-66C (6/6/23) as it's the latest. But it still says the stuff you posted above.

I didn't answer #3 because there is a BIG difference if I've already turned Base or I just entered the DW. Odds are if I'm on Base I'm going to speak up and say I'm already on Base (even though I would have called that when I was making the turn). And I'm sure not going to turn back toward DW in case they really are not lined up with the Extended Centerline. If I'm just entering on the 45 or already in the DW, it's a judgement call. Now days you can see most planes on ADS-B, so I might tell them it looks like I'm closer and am continuing in. Or they could be closer and I'd tell them I'll extend a bit and follow them in. Obviously, in no situation am I going to puff up my chest and get right in front of them BECAUSE I CAN!! Though if they do really cut in, I may take a pic of the N# when I get on the ground. It might just make them wonder who I as going to send it to. (Hmmm... and I wonder if I have a recording of the radio calls....)

Just in case you're not pulling our legs. The AIM and some ACs. The ol' "any traffic please advise" is actually called out in the AIM to never use as you may be talking over someone at the airport you're going to or some airport on the same Freq behind you or off to either side. That why so many people actually get upset with the bogus calls. If you've ever flown in an area with multiple airports near by on the same Freq, you'll instantly figure out why. Down low in the Pattern you typically only hear the planes at that airport. But when you're 10 miles out and still high, you can block people at multiple airports. Even at 5 miles out if you're still descending it can be an issue. (I'm sure some folks that fly in 'Jersey can relate! It can get crazy on most weekends. )