larrynimmo

Almost laughable….but guess what, it is so true!

Today there was a turbulent breeze blowing mainly down the runway… and I made the absolutely most perfect landing until I had a shake on the front wheel….I braked to a full stop, got out of the plane and saw I had a flat tire…very hesitantly I felt the outer edges of the blades just to make sure I didn’t have a blade strike….the tower sent a tug to tow me off the runway, but it wasn’t practical to me as I was scared that I would tear up the wheel…so I sought advice of others…one person hung on the tail taking pressure off the nose wheel, which made it easy to tow. Once I got it off the runway we put an improvised caster under the wheel and towed it a mile and a half at 2mph. it took it apart and found an unexplained small puncture in the tube. Tomorrow it goes back together

This pilot is either not ifr certified, or at least not current…there were so many course deviations that ATC should have suggested diverting. I fly out of KESN in easton Md…we have 4 runways and I know every fix of every runway

I verify my wing gauges every refill….then I anticipate my fuel useage and compare. I don’t fly IMC where I am going to land with less than 10/10.

At a previous annual …my Ai had finished inspection of the plane and left it to me to put the covers on….I did my own inspection before replacing the covers….in the tail cone I found one of my universals was missing a pin…if the pin on the other side failed, I would have loss trim control. my mechanic let’s me do lots of things, but he insisted on himself changing the universal. every annual I check all universals

I saw the his today

Does anyone know the simplist way to change the light bulb? m20j gear down indicator

As an owner assisted type of guy that I am, I keep a set of craftsman’s drill/extractor bits. they turn backwards…you drill backwards, and I use a battery impact tool for max rpm…then I remove the bit and use the opposite end and stick it in the impact tool…again running backwards and it’ll pop that screw out like nothing!

https://www.facebook.com/100000522270114/posts/5953378894689461/?extid=0&d=n

I have never flown with an engine out… what I have read was to expect a descent rate of 800’ per minute to maintain glide airspeed to achieve the furthest distance. but it may be possible to glide more time in the air if pilot some speed above stall speed regardless of ground speed listed, I am shock to see descent rates under 500’ per minute…I wouldn’t think that would be sustainable

Go with 35 psi for the mains

The biggest “no deal” is corrosion…. easiest things to check visable inspection of main spar at the bottom of back seats. removal of the inspection covers just outboard of the landing gear. Clear oil residue is likely an anti corrosive . (Which is fogged in) easy inspection in the wheel wells…you can see spar. finally removal of pilots seat, pilots sidewall carpet and plastic wall. This enables you to inspect steel tubing for corrosion, and signs of water leaking

For all of you “T&G” haters….you need to use the LHS…I love it….calls out “check your gear” everytime you approach

Ice builds up to the point that the plane gets too heavy, and you lose aerodynamic lift… essentually you will stop flying

All I can say is that it’s worth the extra money to get the special coated windshield as it greatly reduces heat gain

Go to faa website and lookup theType Certificate approval for your plane

My 1981 M20J with updated electronics (but old heavy Century 41 AP) have 917.6# useful load. it is my expectation, if I were to weigh the plane I would get up to about 930# of useful load, as lots of the upgrades never got calculated.

Twice I decided not to go around when carrying too much energy into my landings…both times I stopped at the end of the runway…barely both incidents involved wind analysis…Awos reported 10K direct headwind. But in the air I had a 20 k tailwind, and by the time I touched the pavement there was no headwind. My sight picture of the approach was skewed by the tailwind and I failed to do a forward slip to get me down where I needed to be. I pushed both landings too far, and should have gone around, as both times I was half way down the runway before touchdown. honestly I used to never go around…now I set hard boundaries, and keep in mind, you want to go around when you still have the energy to take back off again

My advice…. make sure you keep the steering horn well greased (if nothing else)

Please keep in mind….when I shopped my package I called garmin….I was told there is no need to get Jeppson with the 650 as it doesn’t display the plates. I get the USA navigation only for 299 a year…and oh yes, I buy Garmin Pilot because I really like the direct loading of updates via my FS510 card. I do fly approaches in IMC regularly 9+ months of the year

I bought my plane in 2017…I fly a lot of hours, but I am really uncomfortable with an inflight test of the indicators. my fuel plan typically is fill to wing indicators 25/25 and refuel 10/10.. and I basically validate my indicators with my JPI cumulative calculation with every fill up…. the lowest I have ever gone is to go down to 12 gallons combined and no lights. it is my hope that none of my flights will ever be a conversation had by Dan Gryder

Why does that matter? Just curious…

Oh my…hope plane can be safely recovered

When I speak of the LHS there are so many pilots that act like this is a frivolous luxury that has no use device…kind of just “let the force be with you” as they bounce the runway… aviation is expensive…other than the cost/benefit of an iPad…there is no other e ice that gives you more for the money than LHS.

If you look for my thread on ground damage I had a similar damage on the elevator….it is my expectation that you have significant damage to the tail…look for popped rivets. also measure distances and heights of empennage compared to the rest of the plane brand new elevators can be had for under $5,000 each