HXG

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HXG last won the day on March 10 2018

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About HXG

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  • Gender
    Male
  • Location
    Longmont, CO
  • Interests
    Flying, mountain biking, skiing, climbing
  • Model
    M20T

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  1. Interesting video that may help keep pilots safer. Stall prevention is key. But, when an imminent stall happens low to the ground, or worse yet on takeoff with engine loss, we have to be preprogrammed to immediately lower the nose as discussed in the video- although I don’t believe we need to really go into negative Gs. Many pilots who have successfully dealt with engine loss shortly after takeoff will tell you that the immediate pitch down site picture staring at the ground can be alarming, but necessary when close to stall speed. This is why I like a little speed buffer at and immediately after rotation. In piston twins, it’s at least Vmc + 5 knots for rotation because speed decays quickly with engine loss on takeoff. Briefing every takeoff with the expectation of an engine failure is a great idea. Even better is to have a preset plan for what you’re going to do with an engine failure at various altitudes and positions on takeoff and climb out. Glider pilots are immediately taught to call out 200 or 300 feet AGL as a decision point for turning back or landing straight ahead in the event of a rope break or towplane engine failure. I Know the engine out landing options at the ends of each runway at familiar local airports, but I could definitely do a better job at studying my options at unfamiliar airports some of which require choosing the best of lousy choices for an off field landing. Flying in the Rockies, I try to frequently play the what if I lost an engine here? where would I go? game. Being ready for the unexpected may make all the difference some day.
  2. I’m biased, but I would go turbo/ Bravo based on flying the western mountains. If mostly flying below FLs and East of the Rockies, than an Ovation would be a great choice. I think most turbo pilots who fly over the Rockies and Sierras are pretty happy they have a turbo.
  3. The situation sounds like it got you a little behind the airplane. I get slowed down early when preparing for a possible slam dunk or tight vector approach in IMC if ATC is not giving me what I want. As you stated, it’s okay to ask ATC for what you want or say “unable”. For me in the Mooney, it’s Gear down, flaps down at 1/2-1 dot below GS, but I would also already have initial flaps in earlier in the Baron (higher Vfe). You want to be configured and stabilized by the FAF. At 700 feet above GS over the FAF and 500 overcast, I probably would have gone missed.
  4. Curious to hear what others recommend. I’m also considering the factory remanufactured zero time engine or reputable shop Overhaul for my Bravo during the next year. I’ve not seen such low quotes. The range I’ve seen from major shops is $58,000 at Western Skyways to $66-71,000 at Victor Aviation, which has rave reviews particularly on the Beechtalk forum. Factory remanufactured is $66,000. New is obviously out at an obscene $106,000.
  5. Congrats! You will always be learning. Make sure you use that IFR rating. File and fly IFR often even if it’s a beautiful VFR day. Stay current and proficient. Work your way toward lower minimums and don’t hesitate to fly with a CFII to gain more actual IMC experience.
  6. As many experienced pilots have already stated, they advise against slipping in the long body Mooneys. I don’t disagree and I am certainly not recommending slips, but I have done forward slips and side slips in Bravos and Acclaims with adequate airspeed, altitude, and safety margins with no problems. I don’t use them for landing other than an occasional slight slip with a last second crab kick out to align with the runway in a stiff crosswind (see POH reference below). I’ve got about a thousand hours tailwheel experience and former glider experience so I’m very comfortable with slips, but still maintain caution since the Mooney and other airplanes have differing flying characteristics. I would use a slip if needed for an emergency descent and landing, but not to save a poor approach. There is a very real danger in getting slow (below 80-85 knots as was previously stated) in a slip on final.
  7. Agree with going south before heading southwest. I’m also a fan of early morning flying in general. There have been a couple of days of nasty mountain associated turbulence the past 2 weeks along the Colorado front range. Seasonal thunderstorms seem to be done. There have also been a few days with strong westerly winds that we usually don’t see until closer to winter with the jet stream shifting south. Coming back from Moab, UT a week ago I had an 80-90 knot tailwind (shown below). Smooth in the FLs, but a no go day for mountain flying lower. As always, keep a close eye on the weather as your trip approaches.
  8. Yes, it always feels that way, LOL.
  9. Agree that this often works. But, I’m quick to go at least half throttle or more with mixture idle cut off to begin with. This is my go to 100% success for hot and warm Lycoming engine starts whether or not you hit the boost pump for a couple of seconds. I like the KISS (keep it simple stupid) warm/hot Lycoming start. Throttle in significantly, mixture ICO, crank starter, mixture in, throttle back as engine starts and adjust mixture and throttle smoothly. This is the only method that has consistently worked for me on every warm/hot Lycoming start.
  10. Quick flight KLMO- KCNY for a little mountain biking in Moab this morning. Photos: Rockies (leaves starting to change), Moab, Dino Flow trail, fellow aviator, Turbulence PIREPS below 16,000 so I changed from flight following to IFR (already had a filed IFR flight plan just in case) at FL 190- smooth, Longs Peak.
  11. I pay close attention to aviation accidents because there is always something to be learned. Going public and discussing our faults can’t be easy especially in a higher profile airplane accident. I’m sure many of us have experienced that inner voice that hints to us that something’s not quite right. It’s important that we listen and error on the side of caution no matter how much we want to fly on. He commented that the downwind aspect of the plane was compressed due to the heavy crosswind. You can see the upwind wing raised high on taxi and the initial takeoff roll. I’m sure his full aileron controls into the wind couldn’t overcome that wing lift. I’m reminded of my own foolishness landing my newly purchased super decathlon in a 38 knot 70 degree crosswind gusting to 45 knots. Fortunately, the landing was one of my best and exhilarating. But, the taxi to the avionics shop was stressful and difficult with the stall horn often blaring. I had to make a call to get a couple of guys in the avionics shop to come hold down the plane so I could exit. They seemed impressed with my landing, but should have been thinking “what an idiot”.
  12. 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.
  13. That has not been the case in the past. If you find that to be true though Garmin or Foreflight, let us know.
  14. 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.