Skates97

Not sure cadence makes a difference in this situation, one-five-echo sounds much different than one-sierra-echo. They're writing it down and just seeing the 5 as an S. Even the local tower folks at my home airport who know my plane, tail number, where my hangar is (they don't even ask as I'm exiting the runway and give me taxi instructions to my hangar) still substitute Sierra for Five from time to time. I think it is just the brain seeing what it expects. I tried a couple different tactics with N78878 when they mixed it up, Mooney 7-8 (pause) 8-7-8, Mooney seven double-eight, seven eight. Sometimes that helped.

I initially thought N78878 was a great number and easy to say. Turns out for ATC it's too many 7's and 8's and they would mix them up all the time. I changed it to N1015E (10/15 has some significance) when I had the plane painted and thought my troubles were over. At lease once a month ATC will read me back as N101SE, I guess they are used to seeing two letters at the end and their mind changes the 5 to an S.

That's been my experience with most controllers. Last Wednesday talking to Vegas Approach I heard, "Novemberxxx, FYI when you departed Henderson you climbed right through my Bravo and I had to move guys around, just letting you know." Pilot responded with "Sorry, I thought we had stayed under." There wasn't anything else said about it, thought that was nice of the approach controller. Did this just last night coming back into FUL. Was in the clouds from about 7,500' until 2,700' just after I intercepted final. I was getting vectored around. The controller had told me the vectors were to get around traffic (assuming keep me out of the arrivals into SNA and LGB). I could see he was pointing me at the IF but could also see at the speed I was going he wasn't going to be able to give me much time to descend and cross it at 3,000' because of the 4,000' hills below. I pulled some power to slow down and buy time. Was still 100' high passing the IF but if I hadn't slowed down it would have been a slam dunk.

Not sure what it has to do with timing an approach, but if you don't make power adjustments to compensate for varying winds you will not stay on the glideslope.

These are my settings in my 65 M20D. They get you close and then adjust for wind as @Pinecone mentioned. I don't add flaps until after breaking out and then slowing to 100 (Vfe). Approach Settings.xlsx

I haven't, but in Southern California and flying to AZ/UT/CO in summertime I am looking for as much heat reduction as possible. I do the same. If you cut the foil bubble wrap the same size as the window it will just stick in there without any velcro. I have pieces of it for all the windows when it is parked outside on a ramp and often leave the back windows in while flying in the summer. A roll of this stuff will last forever. For the windscreen I did have to put two pieces together with aluminum tape and have it split in half down the center to make it easier to install/remove. https://www.homedepot.com/p/Pro-Space-16-in-x-10-ft-Radiant-Barrier-Bubble-Aluminum-Foil-Reflective-Insulation-RBQP51610/328322967

Also as Oscar mentioned Josh with aviation101 produces great videos. Granted he does it professionally, but he does a great job of telling a story. Another guy is SoCalFlyingMonkey.

Do you have a camera setup that is pulling audio and also charging? I have a NFlightCam cable to get the audio from the radios. When I also had the charging part of the cable plugged in I had a buzzing in the background but if the power cable is not plugged in to charge the camera there is no background interference.

I wonder how it would have been different if it was sliding across cement or grass and not snow. I think the snow helped it along to slide past where the wings/fuel/fire stopped.

Different video, looks like it lost the right wing almost immediately on touchdown.

Me too.

Just flat stainless steel. I replaced my original as about half of it had been shaved off at some point in the plane's life... https://lasar.com/tie-downs/pma-tail-tie-down-ss-tie-down-tail?rq=tie down

The UV dye is great. One trip around the pattern after adding it and a black light will point it out.

I agree with Andy. Make sure that all the connections for the probe wires are done correctly with a star washer in between the terminals. I've had my 900 for almost 5 years and 700 hours without issues along with the CiES senders and an 830 for years prior without issues. The only hiccup I had was a fluctuation in the MP which was corrected with a snubber.

I can second Art Craft. They were amazing to work with and did a great job. If you want someone to design a scheme they work closely with Flight Lines Design https://www.flightlinesdesign.com/ who helped me come up with the paint scheme for my plane. It gets compliments everywhere we go and won an award at Osh in 2023. Full Art Craft Review: https://intothesky.com/2023/01/17/art-craft-paint-review/

Yep, whenever we visit KPOC my takeoff plan includes "If there's a problem immediately after takeoff our best option is the reservoir..."

Very limited options...

Kathy and I never made it over there to go on a flight with you. We will do that when I catch up to you on the other side.

Went up for some therapy after work yesterday.

I used the same stuff years ago and loved it. Not sure what they put on after they stripped and repainted but I think it is the same thing.

Understand the set screw, mine takes about 5+ seconds in the air to retract completely so I could do the same, but it's just an extra step. Power, positive rate, gear up, flaps up works very well for me. Appreciate the concern, thankfully we are fine. We're in northeast Orange County in Yorba Linda so a long way from the fires in LA. We had some strong winds, gusting in the 40-50mph range but nothing compared to the 50-100+mph they had over in Ventura County and the foothills of LA where the fires are.

This is going to depend on what model/year you are flying. If you have hydraulic flaps there is a lever you push down and pump the flaps to lower. To raise you lift the lever which brings the flaps all the way up. Good luck trying to raise your flaps to takeoff position from full flaps.

If I'm flying a standard pattern I'm 15" to get down to my gear speed of 120mph, gear down abeam intended point of landing and reduce throttle to 13" which initiates my descent. Agree, gear first on a go around, just like when you take off. Gear up, then flaps.

Additional information is that they put his first call to return to the airport on the upwind leg, at about 375' MSL (FUL is at 96') and 132 mph. He continues the climb accelerating on the upwind, crosswind, and into the downwind turn when his speed starts dropping off and the descent begins. That possibly points to something other than an engine problem.