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HXG last won the day on March 10 2018

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About HXG

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    Longmont, CO
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    Flying, mountain biking, skiing, climbing
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  1. I have not seen any increased tire wear in over 3 years of using the sidewinder. The only issues I’ve had have been in snow, where the roller gets packed with a useless snow-ice layer and on ice where traction is near nil. But, that’s not too surprising. I keep some cheap mats in my hangar to lay on the snow and ice for this reason.
  2. The best advice is to go up on a nice VFR day and figure out the Pitch + Power + Configuration = Performance numbers that work best for you in all phases of flight and different approaches including a higher speed approach for busier airports with faster traffic (see attachment fro PWS). I typically decrease power to around 22” as I slow from 140 KIAS to 120KIAS a few miles before the FAF, I drop the gear 1/2 dot above GS intercept, quickly slow to 110 kts, set 18-19”, put in approach flaps, stabilized before the FAF, then fly 105-110kts to 2 nm final, prop in, decrease power to 14”, land normally. A 90 knot approach speed is comfortable and easy, but a little slow for me especially when trying to fit in with faster traffic. I know some Cirrus sr22T (similar aircraft performance) manuals recommend 120 knots to FAF, then 100 knot approach speed.
  3. Arapahoe Aero at KAPA has been an excellent Mooney Service Center in my experience. They can be more expensive and busy than others in the Colorado Front Range area.
  4. Well done! You chose a great landing spot and focused on flying. If I had any bandwidth left at that point, I may have tried to slow a little more before touchdown (less energy to dissipate if things go really bad), kill the mixture, fuel, master, & mags, really tighten your seatbelts, & crack the door open right before touchdown. But, that’s easy for me to say sitting comfortably at home after the event. Great job! I’m glad you’re both ok.
  5. While I don’t recall a similar Mooney TKS limitation, the Cirrus SR composite wing has a minimum TKS operating temperature of -30F/ -34C despite a TKS reported freezing point of -76F/-60C. A Cirrus instructor and student found out that TKS inappropriately used below the limitation can lead to a freezing gel like mess on the wings as was discussed in a Pilots of America 2017 thread (2 Photos from that thread below):
  6. Bob, I think you are correct. That was my original understanding, but the article I quoted below confused me on that point with their commentary in the last paragraph I quoted below. “FAR 61.57 (c)(1)(2) in part says: “A person may act as pilot-in-command under IFR or weather conditions less than the minimum prescribed for VFR only if: (1) Use of an airplane, powered lift, helicopter or airship for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered lift, helicopter, airship as appropriate for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view limiting device that involves having performed the following. (i). Six instrument approaches, (ii) holding procedures and tasks, (iii) intercepting and tracking courses through the use of navigational electronic systems.” As a result of this wording, the pilot is considered to be current any time during this six-month period. Therefore, the non-current period begins after the initial six months. Further, FAR 61.57(d) states: “…a person who has failed to meet the instrument experience requirements of paragraph (c) of this section for more than six calendar months may reestablish instrument currency only by completing an instrument proficiency check.” The key here is the fact that failure to meet the experience requirements begins after the initial six-month period in which the pilot is current by definition. Thus, a full twelve (12) months exist between the initial time and the need for an instrument proficiency check (IPC). One needs to be aware of the statement “Within the six months preceding the flight.” This means that if you are planning to fly in December, the six months preceding ends in November. This is a change in how the months are counted.“
  7. I believe this to be correct. July thru December is the the 6 calendar months “preceding”. You would lose currency January 31st. “Within the 6 calendar months preceding the month of the flight,”
  8. The IPC makes you IFR current for the next 6 Calendar months. But, you will need to meet the instrument experience in paragraph (c) to be current to fly IFR after that. So, if you haven’t met the 6 approaches etc. or simulator requirements in the past 6 months and another 6 months has lapsed since your experience met the requirements, an IPC (as apposed to simulator or safety pilot approaches) is your only option to regain IFR currency.
  9. If you look online at the FAA electronic FARs, the more recent list of date changes are not included at the end of FAR 61.57 for some reason. But, changes were clearly made since then. The actual FARs text is current, updated and correct. My ASA Paper copy FAR AIM 2020 has a much longer list of changes with dates from April 4, 1997 thru June 27, 2018. I like that the ASA paper copy has vertical bold lines adjacent to updated text for easy identification.
  10. Correct. “In summary, this new wording makes no significant change to the experience requirements. What has changed is the fact that currency can be maintained using a flight simulator, FTD or ATD and an instructor sign off on such activities is no longer required. In addition, now it is necessary to count the six-month period to conclude in the calendar month before the month of the intended flight.”
  11. A few subtle changes described as well as I could describe them in the link I provided. The wording changes are in the current FARS. https://midwestflyer.com/?p=12958
  12. https://midwestflyer.com/?p=12958