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HXG last won the day on March 10 2018

HXG had the most liked content!

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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 can’t disagree with your reasons for not providing instruction to private pilot candidates, but this speaks to the demise of general aviation in this country. There’s a lot of older experienced pilots who would make good cfis for the next generation and unfortunately, they’re sitting on the sidelines due to perceived (or real) liability issues. If we can’t solve this through insurance or by limiting liability, we will continue to see a decline in pilots while also losing lots of good experience from older cfis. Unfortunately, liability is a real concern for CFI’s. Although I use to instruct pilots of all levels in many different single and multiengine airplanes, tailwheel airplanes, and gliders, I rarely instruct these days due to liability concerns and limited time. I already work in a high liability profession, so while I really enjoyed part time instructing, it just doesn’t make a lot of sense for me to place me or my family at financial risk. CFIs don’t share the same protections as DPEs. While I was fortunate to have universally good experiences with my clients, it’s foolish to think bad things can’t happen to you no matter how good a pilot or instructor you are or think you are.
  2. That has not been the case in the past. If you find that to be true though Garmin or Foreflight, let us know.
  3. Early with little known, but seems like a strange takeoff accident. Short field or not I never “pull” a piston plane off the ground at a rotation speed. I let it fly off with gentle back pressure. Was trim not reset for takeoff? Was gear retracted too early? Gusty low level wind shear? Or just poor technique trying to make a perfectly good airplane fly before it was ready? I’m curious. Glad no one was hurt. Sucks for those involved.
  4. Yeah, thunderstorm activity seems pretty active throughout a lot of the country this summer. Lots of worse weather to be found. We get some 70 mph winds and severe turbulence related to the Rockies without thunderstorms in the front range at times throughout the year. We also have gotten afternoon thunderstorms nearly everyday this summer, but you can clearly see those coming. My post was kind of meant as a heads up that what looks like a great day to do a local flight based on ground observations (nearly clear blue sky with calm winds), calm METARS & TAFS 4 hours before any thunderstorms are forecast may actually be a bumpy day with wind shear. The only way you would know is by looking more thoroughly into the weather and checking (and hopefully making) PIREPS. At the very least, you can find an excuse for a crappy landing or unpleasant passenger experience that way.
  5. A little Squirrelly earlier flying today in the Denver front range area. Nothing too bad or unusual a few hours ago, but you could tell it was going to get a little worse well before any thunderstorm activity. Looked beautiful from the ground. The skew T log P showed an inversion layer 5,000- 7,000 ft with a near 180 degree wind shift above the inversion. Also, a lingering warm front in the area with mostly clear blue sky. For fun, I checked the PIREPS 2 hours after I landed. I’ve seen worse PIREPS, but it’s always interesting to see a Tornado in a PIREP.
  6. The non-WAAS G1000 Bravos are still outstanding, very capable airplanes, but personally WAAS accuracy and advantages are important to me when I’m spending that kind of money on an airplane. As far as “don’t need WAAS”, I don’t need an airplane either, but I like having the most capable airplane for my missions and budget. Resale should also be considered when purchasing any airplane.
  7. Just an FYI, my Aspen unit was sent in for the Max upgrade nearly 3 weeks ago and still not received. It should be shipping now, but it sounds like they’re a little slow on the turn around possibly due to heavy volume.
  8. The statistics are useful, but it’s not all doom and gloom. You can learn a lot about your risks by searching accidents involving your airplane make and model (as well as similar airplanes) on the NTSB or Aviation Safety Network websites. I also review accident reports daily. I found some accidents that could happen to me on a bad or unlucky day, but there were also many accidents and incidents that I would consider myself at low risk for experiencing. There will always be risks, but we can help mitigate those risks by learning from prior accidents.
  9. How many times does the plane actually kill someone By Yetti, July 18 in Mooney Safety & Accident Discussion Just Once
  10. I agree. I think the new Cirrus is pushing $900,00. Spending that much on either is outrageous to me living in a 2 professional income household. However, I certainly don’t fault anyone for spending their money as they like. I was talking used turboprop. I consider older Mooneys to generally be better value than older Cirrus planes. But, like many Mooney owners, I worry about the future of Mooney.
  11. This one hits home. This happened shortly before I came on with Mile High Gliding as a glider CFI who also gave glider rides in Boulder several years ago. This was a case of a heads down cirrus pilot who was involved in a midair collision with the tow plane towing a glider. Poor cirrus pilot and his brother were burned alive. Tow pilot killed. Glider pilot with ride passengers landed safely. Cirrus is a great airplane. A great passenger plane with parachute security for non pilots as well. But, I get a little irritated when some of their pilots exaggerate their safety with frequent false claims, particularly to non pilots (I’ve heard it many times). These planes will kill you and do burn chute or not. Cirrus is well represented in incidents and accidents in the NTSB reports as are Mooneys (even excluding the gear ups). Both are great safe airplanes, but I agree that the easier transition, style appeal, passenger comfort, and parachute safety have made this a far more desirable plane to new prospective buyers. I prefer Mooneys as a “pilot’s plane”. At $800,000, I don’t see new Mooneys ever competing with a new Cirrus. That cost is outrageous to me and not that far away from turboprops if you have that kind of money to spend. .
  12. A funny anecdote. A few months back a non aviation guy visiting my local FBO saw my Mooney Bravo landing and commented “What kind of plane is that? That looks like one of them drug smuggling airplanes”.
  13. That concern has always steered me away from looking at pre 2007 G1000 aircraft. Also, I should add that the older crankshaft AD on the Bravo engine should’ve been taken care of long ago. Most, not all, Bravo pilots seem to run their engines ROP rather than LOP even with well tuned GAMI injectors.
  14. My personal experience has been good so far. I’m a Lycoming fan. I bought my Bravo with 1600hrs on the engine now approaching 1900hrs. It’s a thirsty engine design, but it runs great. I also typically cruise at 29/2400, keep the CHTs below 400 on take off and below 380 at other times, keep the TIT below 1625. and keep an eye on the exhaust system.
  15. As a teaching point, Don’s scenario reminds me to always be ready for an unexpected hold as I move from en route flight to arrival and approach. Are their printed published holds along my route on the low ifr route charts or on my planned approach? Am I ready to copy and implement unexpected hold instructions? etc. Holds for weather, radar outages, and other IFR traffic are not as rare as we may think.