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glenn reynolds

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About glenn reynolds

  • Rank
    Advanced Member
  • Birthday 12/14/1960

Profile Information

  • Gender
    Male
  • Location
    Half Moon Bay California
  • Reg #
    N9624M
  • Model
    M20R

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  1. I have two that stand out. both needed a lot of careful flying and exit strategy thinking: https://www.google.com/maps/uv?pb=!1s0x808e56d5df235f33%3A0x5e635ea99cde397e!3m1!7e115!4shttps%3A%2F%2Flh5.googleusercontent.com%2Fp%2FAF1QipNTkcAHjW5YtDYHqs7f9jrXSiWhpOk5TZKLqkZz%3Dw255-h192-k-no!5slas trancas airport-17cl - Google Search!15sCgIgAQ&imagekey=!1e10!2sAF1QipNTkcAHjW5YtDYHqs7f9jrXSiWhpOk5TZKLqkZz&hl=en&sa=X&ved=2ahUKEwiy7pSBmNvsAhXJPn0KHUqhAMsQoiowCnoECBMQAw 17CL las trancas airport or big creek lumber company airport in davenport ca. this is a 800 ft long by 2
  2. given how tight the turn radius of the mooney nose gear is I would suggest that you rig the tow bar to the front of the golf cart so you must operate the golf cart backwards and are able to watch the towing angle. if that doesn't work for you, go with the turntable. It's a VERY expensive repair if you turn too tight and have to repair your nose gear.
  3. I just had both batteries conditioned by a batteryshop and the owner explained that I needed to look at the voltage at the battery terminals not the bus. My ovation trickle charges the standby battery so it uses a diode which causes a voltage drop. I ran wires into the baggage compartment so I can test and then I’ll know the difference between the bus and the batteries.
  4. I have been to executive three times. Each time it was after another shop could not solve the problem. I think they are the best auto pilot shop on the west coast.
  5. Is there an rsvp list so the cafe knows we are coming? How much are hotel rooms and where are folks staying?
  6. I have used all three corrosion inhibitors but only with the siphon Gun or wand. I found the ac50 seeped or wicked out the seems so the plane was always dirty same issue with corrosion x. But smells nice. The boishield is very different as it goes on as a thick wax which does seem to creep. I would say that the other two look like they penetrate better but the boeshield seems to be less messy or drier. The siphon gun is really cheap mine is from harbor freight. I do set the air compressor at at least 75 psi. I have never used more than a couple of liters to treat the whole plane every two ye
  7. I had a check ride on Friday and when I got to the airport I realized that my mask was fogging up my glasses, I ended up using medical tape to seal the top of my mask to my nose bridge. It worked and the flight review was passed., but I do agree I need a better selection of masks.
  8. ive got a large portable cylinder I'm not using any more and some very small cylinders. I still have a couple of regulators and some nose cannulas. I would assume my tanks all need a hydrostatic test, but I can fill them at my hanger. I suggest you purchase a pulse oxymeter FIRST before you buy any oxygen gear. If your oxygen level is below 90 then you MUST start using oxygen. If you need oxygen, then you can figure out your typical flight time plus number of persons and then you can size your bottle. If you will be going on longer trips you should be an oxygen pulse delivery system such
  9. If it is in the hanger why not just use light weight sheets? We have one hanger tenant who rigged up bows or light weight spars that hold his dust covers and has the rig on pulleys so he justs hoists it up, pulls the plane and and reverses when he comes home.
  10. I have been using Dow silicon grease on my cap but it definitely got stiffer in the last year
  11. I fly an ovation with speed brakes and known Ice tks (fiki). My plane panel is placarded prohibiting the use of the speed brakes in icing conditions for the reason stated earlier, they freeze in the extended position and having one deployed while the other retracts makes landing MUCH harder (it is doable just lots of extra work) In heavy ice it is key to be very careful how much flaps you use and of course since you don't know your new iced up stall speed, speed brakes and flaps can be a recipe for an accident. my tks supliment states, no speed brakes in ice as well. I have have learned to
  12. A friend of mine had an off airport (road) landing after his carburetor iced up. This inspired me to sign up for engine failure training. I hired a cfii from stow mass and he used a cloud deck for "ground level" and we practiced take off engine failure and the fateful 180 degree turn (lowest altitude I could do it was at least 750 feet above "deck". Then we practiced "landing in a forest" where I had to stall at the "tops" of the trees (clouds) and have the simulated contact with as little forward speed as possible. Really valuable training which taught me a great deal. It was such memora
  13. Answering the questions (sort of) from carusoam and niko 182: yes there were pounds removed in removing the standby system, (vacuum pump, hoses, regulator, display, gauge, hose to rear of plane, electric standby vacuum and motor assembly) so Pacific Coast Avionics did a new weight and balance for the plane, but I'm sorry I don't remember how many pounds it was but it is a chunky unit with base plate, electric motor and of course the vacuum pump. As for carusoam's question this is trickier for me to respond to so I'll provide as much as I know: The plane has a gns530 and gns 430, TKS and
  14. I finally tossed in the towel on my vacuum system and removed the vacuum pump off the engine, removed the standby vacuum pump from the tail and had pacific coast avionics install a garmin g5 for $2,000 (US) installed. Frankly that display gives me a multi hour built in battery back up, attitude indicator, airspeed, turn coordinator, vertical speed. Dollar wise I have found this to be an excellent value for the money and the display is really good. the unit was a slide in fit in the old vacuum driven attitude indicator hole. And I also drive an ovation.
  15. Good morning and thanks for the fantastic feed back. The explanations make a lot of sense. While the wind at the surface was only 15 knots the wind at 15,000 feet was 75 knots with light icing. Both these conditions influenced me in the following ways: I can’t use spreed brakes due to the icing so I want the cleanest approach I can get. Second I was thinking through both wind shear and turbulence on the decent. Runway 12, 30 was too short and not great lighting. I had been monitoring the approach frequency and understood that most planes were flying the ils 02 with a circle to land but with
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