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HXG

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Everything posted by HXG

  1. I’m pretty sure this is one of the president’s planes. I’m not sure, but, I think it’s an arrow.
  2. On my last few flights, I’ve also been seeing 28.7-28.9 GPH on take off.
  3. +1 This a frequent source of confusion. When cleared for the approach without a new altitude instruction, you can only descend (excluding emergency) if 1) you’re given the altitude clearance to do so, 2) until you’re established on a published segment of the route (may descend to MEA or per published TAA sector- NOT MSA), on a feeder route, or on the Approach. The FAR/AIM is your best source of information. It never hurts to ask ATC if you have any question. I also would have filed a NASA report- just in case.
  4. A meet up sometime this summer sounds good. Glad you got to take the mountain course, which is a little more focused on flying below 14,000 feet, but still useful. Most of my mountain flying before purchasing my turbo mooney a little over 2 years ago has been in non-turbo aircraft including taildraggers.
  5. gsxrpilot, Welcome to the front range! I’m based at KLMO. It’s been unusually stormy here (earlier in day and season and more frequent for the past several weeks). I’m sure you heard this already, but I highly recommend the Colorado Pilots Association (CPA) Mountain Flying course in June and August (8/17). It’s a great course on mountain flying anywhere and especially in Colorado. You’ll gain a ton of local knowledge and tips for mountain flying just about anywhere in the Colorado area. Here are a few pics from my quick 20 minute sightseeing flight from Longmont- Boulder- Rollins pass- Lake Granby- Milner Pass- Trail Ridge Road- Fort Collins on May 31 and a last pic of me this 4th of July at KSJC:
  6. Here’s a few pics from flights over the past several days- Telluride, Rockies, Moab, Sierras, Yosemite, Las Vegas, Grand Canyon, & Lake Powell.
  7. Both great airplanes. Great choice. I hope it works out well.
  8. The pattern traffic (Warrior) in this case would have the right of way because they’re at a lower altitude and landing not because they are in the pattern already. Practically speaking, the goal is to avoid a potential traffic conflict so I will generally yield to and visually Identify pattern traffic before entering the pattern. Also, while not relevant in this case, some who fly straight in approaches and IFR traffic do not have any priority at non towered airports. Fortunately, most pilots communicate well and try to accommodate each other. Advisory Circular 90-66A states:“The FAA encourages pilots to use the standard traffic pattern. However, for those pilots who choose to execute a straight-in approach, maneuvering for and execution of the approach should be completed so as not to disrupt the flow of arriving and departing traffic.”
  9. I have the same policy for having a visual on aircraft before entering the pattern. We tend to forget that there may still be legal NORDO aircraft flying in the pattern. I had a similar encounter with an old Stinson who came in NORDO in a wrong right traffic pattern at my home airport with standard left patterns. Fortunately, I saw him in time.
  10. It sounds like you did everything right, but the CFI/student in the Warrior weren’t interested in or lacked the capacity to work or communicate well with anyone else. Since they were already in the pattern, they probably had the right of way assuming they were flying a proper pattern. Probably a crap or dissatisfied CFI, but there are a few pilots who are oblivious, overwhelmed, feel entitled, or really don’t care about anyone else in or near the pattern to the detriment of everyone’s safety. All we can do is remain alert watching and communicate often. Sometimes, I’ll directly ask their exact position and intentions if there’s a possibility of a traffic conflict. Whether either of has the right of way is less important than a potential collision hazard. I’ll leave the pattern area if I think someone is a danger in the area.
  11. I’m sorry for his loved ones. I don’t know the pilot, his motives, or his state of mental health. If his attitude toward flying was all about thrill seeking and careless low speed flying, then he never belonged in that airplane. Aerobatics training with a responsible CFI may have been a better option for him although those of us who fly aerobatics regularly know that the fun involved isn’t about risk taking, danger or adrenaline. I’m glad he didn’t directly harm anyone else if indeed he was just being reckless.
  12. http://www.kathrynsreport.com/2019/06/mooney-m20v-acclaim-ultra-n576cm.html
  13. Impressive to see these heroes who act quickly in the face of danger to save a stranger from a plane or car wreck. Fortunately, not everyone stands there gawking.
  14. Very sad. The landing site looks like bad luck (obstacles) turned a potentially safe road landing that we would all hope for into a bad accident. I hope he recovers well.
  15. I just received the same memo. I hope to have the Max upgrade done in July. I put in the order at the end of February.
  16. I usually see around 29.5 GPH.
  17. Love the Cirrus pre-flight video. I also love my Bravo (FIKI) for value and capability. I highly recommend it. Ovations are nice if you don’t need a turbo, but the factory pre- 2006-7 G-1000s are a no go for me. The Acclaims are outstanding but at least double the price of a Bravo. The better newer turbo FIKI Cirrus and Mooney Ultras are 3-4 times the cost. The older Malibus can be expensive to maintain. Pressurization is nice for passengers, but I don’t personally mind wearing a cannula or mask. Bonanzas are a great flying airplane with good room, some Aft CG issues, but few are available with TKS and anecdotally seem to me be maintenance hogs. Lancair can’t be beat for speed and efficiency. Very few have TKS or thermal deice if that’s important. My dream would be a TBM or Pilatus, but that isn’t gonna happen for most of us.
  18. I’m no expert. But, I think you still need the synthetic vision software upgrade. My Aspen Pro has synthetic vision on page 3/3. I only see 2 pages in your 1st photo. I’m not sure why the 2nd page is lost on your last photo.
  19. 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.
  20. 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
  21. I missed DXB’s post which I agree with.
  22. 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.
  23. 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.
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