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Everything posted by HXG

  1. I often use this shortcut. Just make sure you tap the active leg line ABOVE the CDI (not the CDI itself) to open the flight plan. I should have been more specific in my post which is now corrected.
  2. Not sure if everyone is aware, but no need to hit HOME to get the Flight Plan on the GTN. Instead, tap the active leg line ABOVE the CDI (circled in red below) on the map or default nav page to open the flight plan. You can also load and activate an approach from the flight plan page if you want although hitting HOME then PROC is pretty quick. Personally, I like using minimum steps cycling between Map and Default Nav page and Back and tapping the CDI on the GTN for the flight plan during flight. I also load my expected approach and use activate legs, Direct to IAP Fix or AVTF depending o
  3. Beautiful morning for flying through Rollins Pass Colorado. Eldora and Winter Park ski resorts in pics.
  4. I recently put my used 3 blade Mccauley Bravo prop on consignment at Rocky Mountain Propellers in Erie, CO. It may be available for sale. I just upgraded to the 4 blade MT prop when I put in a factory reman engine. The MT prop is awesome- quiet, smooth and added climb performance with at least no cruise speed loss, if not faster. The MT prop may take several months to get so plan way ahead if go that route.
  5. I think a sleet and snow mix would be seen at the surface. Freezing rain is also possible, but, I favor sleet due to a more shallow warm layer above freezing associated with the inversion and a thicker below freezing level just above the surface. I would expect some freezing rain higher around 5000 feet, but would expect it to freeze to possible ice pellets with additional sleet at the surface. Given the prolonged near 0 temperatures in the inversion I would expect some mixed precipitation.
  6. I also went with a factory re-man. Only a few thousand dollars more than all quotes I received. I’m happy so far at 30 hours.
  7. Smoky flight in Northern Colorado front range due to Cameron Peak fire. Flew away from the smoke but couldn’t avoid it returning to KLMO. 3SM visibility 2500 overcast smoke layer. Shiny plane covered in ash.
  8. I forgot to mention congratulations on getting your IFR certificate! File IFR as much as possible even on severe clear days. Also, practice some higher speed approaches for times you may be asked to keep your speed up on final. On these, I still settle in at 100-110 knots from the FAF if IMC. If that doesn’t work for ATC, they can vector and resequence me, but they usually won’t if you prepared them for your approach speeds before and after the FAF.
  9. I personally don’t go to full flaps from approach flaps until I break out. I even routinely practice landing with approach flaps. I would go no flaps if I had icing, but wouldn’t retract approach flaps if I was stable and near touchdown when I noticed icing. Keep the speed up and avoid speed brakes and full flaps in icing conditions. Precision approach runways to minimums are plenty long for higher speed approaches. I don’t like the idea of using full flaps from the FAF in actual IMC at/near minimums since going missed will require a bigger configuration change at the worst time. If you
  10. I also favor a new IFR section or IFR/Weather section. You’re always learning flying IFR. I used to hear a few pilots say that they will never be as sharp as they were for the IFR checkride. I couldn’t disagree more and hope that’s never the case.
  11. 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.
  12. 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”, la
  13. 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.
  14. 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.
  15. 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):
  16. 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 airpla
  17. 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,”
  18. 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.
  19. 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.
  20. 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.”
  21. 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
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