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HXG last won the day on March 10 2018

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  1. We’ll have to wait for the ntsb report to know if the left engine failed or not. But, the recovery attempt should remain the same. It’s a good lesson for single engine pilots as well since an engine failure soon after takeoff near stall speed needs an aggressive quick nose down (while coordinated) recovery that we have to always be ready for.
  2. This is the worst case scenario. Likely left engine failure on takeoff. Only 1 way to survive: Immediately and instantaneously kill/pull back on both throttles while going immediately nose down and hard (right) rudder to land straight ahead. Most lighter twin pilots know this, yet almost all fail this exercise in the sim. Unless the pilot took off with at least 5 knots above blue line with a gentle rotation and shallow initial climb out with his hands ready to immediately close both throttles and push nose down routinely, there is little else that can be done until you get into the more powerful twin turbines. This video is very sad and disturbing, but we can certainly learn from it
  3. I missed DXB’s post which I agree with.
  4. There is a difference with foggles practice to minimums and flying actual IMC. This is especially true for new IFR pilots or rusty pilots with limited hand flying in IMC. Sure, many pilots get their IFR certificate with little to no IMC time and do fine in actual IMC, but it doesn’t go well for some. I recommend inexperienced IFR pilots get some real IMC experience with an instructor before launching into IMC and then work your way to lower personal minimums and more prolonged IMC flight. Staying proficient with foggles is great, but I’ve seen foggle proficient pilots become unsettled in actual IMC to the point where they have trouble holding altitudes and headings, and bank excessively as they enter IMC.
  5. I agree that if flying turns out to be his passion, he will likely go on to have a very satisfying career doing something he loves. It won’t be easy or inexpensive, but I think it’s a great time to get started in an aviation career. More and more airlines will likely be investing in training programs to create a pipeline of pilots. I’m old school so I think a college degree in something practical is still worthwhile and will remain an advantage,if not a requirement, with at least the majors. As a CFI, I would make sure he chooses his instruction carefully to train like a pro as early as possible since the law of primacy is strong. Don’t rush to get through the checkrides and ratings with as few hours as possible. Focus on being the best pilot possible in the long run.
  6. Sidewinder is great. I’ve been using mine for my Bravo for over a year and a 1/2 on a slight incline outside my hangar. So far, I’ve only had 1 issue with a patch of clear ice, which was easily solved by throwing down a mat for traction.
  7. From Kathryn’s Report: Mooney M20C, N6075Q: Accident occurred March 14, 2019 in Aiken, South Carolina Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia Pilot reported loss of attitude indication during flight in Instrument meteorological conditions (IMC). https://registry.faa.gov/N6075Q
  8. Interesting, I was wondering if you may now be able to choose your DPE for the CFI checkride.
  9. A lot of DPE’s don’t want any potential risk or liability in assuming control of braking. You typically don’t have any choice in the DPE assigned for the CFI checkride. The 172 will only make relatively easy flight portion easier. Good luck and congrats on getting your CFI certificate.
  10. The oral (teaching) portion of the CFI exam is the more challenging portion. Any plane you ‘re comfortable in flying commercial maneuvers (right seat) is fine.
  11. Very Nice Panel! You’ll really like your engine monitor layout.
  12. Yep, a higher airspeed than expected for the same or lesser power setting on base/final or on a straight in approach should alert you to check that your gear is down. As always, if something seems out of the norm, make sure you didn’t forget something. Flows, checklists, GUMPS checks should be used consistently. I like to check gear down 3 times including a Final panic check.
  13. Yeah, unfortunately Mooney is very well represented in the gear up landing category pretty much every month.
  14. I believe TXI views can be swapped as desired with several options available. Beautiful Panel!
  15. Click here to view this message in a browser window. November 21, 2018 Dear Valued Customers and Partners, As previously communicated, the link below will provide you with the Mandatory Service Bulletin 2018-01 that addresses the potential of inflight reset of FIS-B equipped EFD1000/500 systems. Again, please be assured, we are working diligently to identify the problem, and source a solution in partnership with the FAA. Link to Mandatory Service Bulletin For questions, contact your local Aspen Dealer or Aspen Customer Support at fieldserviceengineers@aspenavionics.com. Mark Ferrari Vice President Sales and Customer Support www.aspenavionics.com Copyright © 2018 Aspen Avionics Inc Our address is 5001 Indian School Road Ne, Albuquerque, NM 87110 If you do not wish to receive future email, click here. (You can also send your request to Customer Care at the street address above.)