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Skates97

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Skates97 last won the day on March 8

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About Skates97

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  • Website URL
    www.intothesky.com

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  • Gender
    Male
  • Location
    KFUL
  • Reg #
    N78878
  • Model
    1965 M20D/C

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  1. And they come in two ways, 7277-2-x and 7277-5-x. The x is the rating, the -2 and -5 are the short and long. You most likely have the -2 and you want to replace with the same or they will not be even and makes it weird when checking that they are all in.
  2. I would at least have the breaker pulled to look at it. When we were working on the panel we found a crack in the case of one and another that when it was unscrewed from the buss bar it came apart. The only think holding it together was that it was mounted in the panel with the buss bar holding it together.
  3. Dev, I don't have much to add to the conversation as I'm just working my way towards a check ride. I can't relate to the feeling of looking for the runway, seeing nothing, and going around. I am looking forward to May when there is a consistent marine layer everyday until around noon to work with, but it is rarely low enough to get you to minimums. There doesn't seem to be much in the way of worry/concern when descending and under the foggles because I have a CFII in the right seat and there is the trust that he doesn't want to hit something any more than I do, so if I was off on my altitude o
  4. As far as the vest go they shouldn't be stowed. You and your passengers should be wearing them when you get in the plane.
  5. When mine was leaking enough that it needed to be replaced I replaced it with a SAF F-50. It is a two piece drain. There is a cap that screws on and acts as a second seal of sorts if the one in the valve leaks. The only downside is that to drain it you need to make sure you have the F50-180 opener that screws on the valve. It comes with it when you buy it and I just keep it in the little box in the plane where I have a couple spare wrenches, spare spark plug, and a couple quarts of oil. https://www.aircraftspruce.com/catalog/eppages/saf_airF62.php?clickkey=5469
  6. Have the engine washed down, have them put some fluorescent dye in the oil, fly it around the pattern once, then put a black light on it. Any more flying than once around the pattern may likely blow it all over and you won't have any idea where it is coming from. It is not uncommon to see the oil showing up in a different area under the cowling than where it is originating from.
  7. I can second the recommendation by Oscar for the Drift Camera. The regular Ghost X will run you $100 and get you close to 5 hours battery if you don't have the WiFi turned on. I wrote an article in this month's Mooney Flyer about different cameras and mounts. After writing the article I did a test to see if the NFlightCam cable that says it is for the GoPro Hero 3 will also plug into the the Drift Ghost to capture audio, it does and the sound is clear. The Mooney Flyer - Cameras, Mounts, and Cables Drift Ghost X - $99 Drift Ghost X 4K - $250
  8. He makes me work and lets me make mistakes as long as they aren't putting us in a bad situation. I'm glad he isn't constantly telling me what to do or to "watch you/heading/altitude/speed or whatever." Letting me get behind the plane and try to catch up, fumble with the GPS trying to get it programmed for a change on the fly, asking ATC to "Say again for 878" instead of telling me what they said when I didn't get all of the transmission are the lessons that really stick. If I ask him he questions answers or if I need help with something he will but otherwise he's letting me muddle through it i
  9. Flights 9 and 10 last week. Flight 9 was Wednesday evening, we filed and flew from KFUL to F70, landed, picked up our clearance and flew back. On both flights we did not fly a single segment or point that we had been cleared for, the flights were entirely radar vectors and assigned altitudes. That was a good excercise. Flight 10 was Friday evening. We picked up flight following and shot the RNAV into KCNO, went missed back to the PDZ VOR for a hold, followed by the VOR/GPS-A approach to KAJO, went missed and picked up vectors to the RNAV into KFUL for a full stop. That was a very busy fli
  10. It was ALL in the burger, even a slice of cheese hiding out in there. A recalculated weight and balance was in order before departing....
  11. Flew to Santa Barbara for lunch with some friends. They were in their Moose and we did a little loose formation on the way to get some pictures. We brought our good camera with the zoom lens and got some pics for them, they took some with an iPhone that are nice, just no close up. On the way back just after going over LAX through the Special flight Rules area we got to fly past the Goodyear Blimp. I had the most amazing burger, sliced bratwurst, bacon, onion strips, and BBQ sauce.
  12. Upon @Hyett6420's recommendation and after his Mooney Summit presentation in 2019 we bought 2 Spinlock Deckvests. They are a little pricier than the $100 ones you can get but when you consider it is a one time purchase and look at everything the vest has it is worth it. When we decided we would take others with us to Catalina or along coastal flights I debated in my head if I wanted to spend that much money for two more that would get rarely used or just buy a couple of the $100 variety. It wasn't much debate in my head before deciding there is no way I could live with the guilt if we ditched
  13. They do, have a set in the back pocket of the seats. I've just found a few squares of the cling type window tint are easier for me to use and put where I want instead of getting those positioned with the suction cups.
  14. Yep, if the air is smooth I am usually hanging around 175-180 mph IAS in descent and it is like it is on rails. He had lots of time in Mooneys and did commercial training in the one the school had. We didn't know how far out the tower was going to extend us, and with a gear speed of 120 mph and flap speed of 100 mph it takes some time to get slow enough to do it. I never said it wasn't pretty, I said it wasn't ideal. It was clean, it was a forward slip at a constant airspeed and rate of descent all the way down final, but a forward slip doesn't fall in the category of a stabilized appr
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