bob865

Semper Fi. And ya know, with all these threads popping up about which drink of choice for aviators, I can't believe Aviation Gin hasn't been mentioned yet. I was always a gin guy, and bought my first bottle becuase of the name and bottle. Boy was it good. Then I learned that Ryan Reynolds is an owner and drives their advertising and started watching that. The ads are worth a watch just for the entertainment value. They go well with a gin and tonic.

I was doing some poking around the other day about GPS databases. I am getting my first IFR gps installed soon and was wondering about the databases and how they work. The FAA is the keeper of the info and Jeppesen just repacks it as I understand it. I can download charts for free, why can't I download GPS databases for free. I'm still new and it was only about 20 minutes of poking around, but I think if you're willing to do the legwork, you can keep your GPS up to date for free too. Please someone prove me right! If I'm wrong, don't worry. A dream is always more enjoyable until you wake up and find out it's not real.

You guys need to watch "Behind the Curve" on Netflix. It's a documentary about the earth being round. It's a real eye opener. Before I watched it I had no idea. I was so shocked. It kept my attention through the whole movie right on the edge of my seat. Learning about the how the world was round in a way I had never seen before. Guys, I hate to say it, but I really didn't know. I had no idea there were that many dumb people in this world and that the congregated so regularly. They prove again and again that the world is round! Seriously. It should be listed as a comedy instead of a documentary. They design their own experiments to prove the world is flat and end up proving again and again that it's round. The reactions on their faces are priceless. I linked the trailer below. There once was a clip on youtube of the best part of the show, but for some reason, it's been taken down. https://www.youtube.com/watch?v=gDkWt4Rl-ns

I'll be the one to ask this time. Update your Avatar with some info. It helps those of us on the board know where you are and who you are. Same for you @Casey020. It helps the community be more of a community.

I'm about to start the install of the CGR-30 package too. Where did you mount the EDC-33?

You situation sounds similar to mine also. I was flying a 1/4 share of a 68 cherokee 140 but wanted an instrument platform that. My old 140 was VFR only. It would take an investment of what the plane was worth to get a basic IFR panel. When I bought in we had all agreed that we would eventually sell and buy a new plane that was instrument rated instead of upgrading. After a few years, half of the crew backed out and so me and one other guy found a 75 E model that we would buy becuase it's a "good deal." Your post reads like you have found a 'good deal' too and I want to caution you on what a 'good deal' really is. We bought a 75 E model from a guy on the field who hadn't flown in a while. He just wanted the plane gone becuase he had lost his medical and his grandson didn't want the plane. It appeared to be well taken care of despite sitting, it recently had new windows installed, the engine was run regularly even if it wasn't flown, and my A&P was the same guy maintaining the plane and recommended it. We did a pre-buy and all checked ok so be bought her. In year 1 we had to replace the ADI that failed within the first couple of hours after the papers were signed. In year two, we had to reseal the tanks which had developed a nasty leak becuase she sat with mostly empty tanks and the sun had dried out the sealant. We also had to do the shock discs at the same time to protect the new tanks. In year three, we are currently working on an engine overhaul. We knew the engine was high time, but it had just been torn down for prop strike inspection less than 500hrs ago, so we were hoping for another 1000-1500hrs before this point. We only got about 200. I bought with what I thought was a pretty nice IFR panel only to realize in this day and age, if you don't have GPS, your SOL. I struggled to find instructors that even understood VOR to VOR only kinda flying. My IFR training also hit a snag when I couldn't legally file into my own home airport becuase I didn't have an ADF. That one is a frustrating story, becuase I had the antenna removed when we installed a G5 to replace the analog ADI. I did it thinking, no one uses ADF anymore, sure go ahead and take it out and BOOM, no longer legal to file my home drome since the only approach is ADF required. Now that I've said all the doom and gloom, here is the good news. For a cross country, I burn less gas in the mooney than I did in my cherokee. Sure, the fuel burn is significantly higher than the cherokee, but it's also significantly faster. One of my reuglar trips is to my parents house in Georgia. It took me about 2 hours in the cherokee at about 14-16 gallons. The mooney is just above an hour at a fuel burn of about 13-15gallons. I love my plane and while she is down for overhaul, we are also upgrading the panel. My recommendation, however, is to figure out your mission, figure out your budget, and find a plane that matches both. And when you are looking, don't find a "budget" plane. They can eat your lunch. In terms of aviation, budget means poorly equipped. Well equipped and budget tyically means something is wrong. Not always, there are some unicorns out there, but caveat emptor my friend. I would highly recommend a mooney, but I would recommend againt buying a plane that you know has problems. Those are the problem you know about. If an owner allowed that to happen, what else did they neglect and allow to happen? Just sayin'. Sorry for the wall of text.

I'll be the optimist....you know you only need half the width of that runway now. You put it down right on center line of the left half of the runway. Centerline of the centerline and edge. It mostly appears to me that you never got the approach stabilized. You were had a sweeping turn all the way to touchdown. You never reached the actual centerline and if you did, it wasn't far enough in advace to setup the correct crosswind compensation. Becuase you never got lined up, you had a massive switch from a left turn to right right slip just a few feet over the runway. With that said, not bad in a gusty, high speed crosswind. Once you did pick a centerline, you held it and didn't let the wind blow you off of it.

I know how this ends. I've seen Battlestar Galactica!

Electron Microscopy is an option also. They can run the metal fragments under an electron microscope and tell you a lot about them. Learned about that one from a Mike Busch webinar. Expensive, compared to oil analysis, but tells you a different level of information.

I'm with @Yetti on this one. Unless you have one of the new, computerized transponders with internal error checking and a big error message, your first indication you transponder failed is when ATC asks you to recycle your transponder or similar. I think if you're VFR, not on flight following, you'd never know your transponder actually failed. Heck, you probably wouldn't even know until the first time you tried to pick up flight following and they said they couldn't see you. Much ado about nothing if you ask me.

Kinda like this guy?

My turn to share. All three of my girls in one picture. (The wife is in the passenger seat of the car. )

Figured I would throw something out since I've seen it come up a few times. ATC is only responsible for separation for aircraft on an IFR flight plan in IMC. All other times see and avoid prevails. As I understand it, the regs are written with the out that if you can see, it's your responsibility as the pilot to maintain separation. "Separation will be provided between all aircraft operating on IFR flight plans except during that part of the flight (outside Class B airspace or a TRSA) being conducted on a VFR-on-top/VFR conditions clearance. Under these conditions, ATC may issue traffic advisories, but it is the sole responsibility of the pilot to be vigilant so as to see and avoid other aircraft." https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap4_section_4.html 4-4-11 paragraph b.

Found this that might be of inteest for this discussion: ANTICIPATING SEPARATION Landing clearance to succeeding aircraft in a landing sequence need not be withheld if you observe the positions of the aircraft and determine that prescribed runway separation will exist when the aircraft crosses the landing threshold. Issue traffic information to the succeeding aircraft if a preceding arrival has not been previously reported and when traffic will be departing prior to their arrival. EXAMPLE- “American Two Forty-Five, Runway One-Eight, cleared to land, number two following a United Seven-Thirty-Seven two mile final. Traffic will depart prior to your arrival.” “American Two Forty-Five, Runway One-Eight, cleared to land. Traffic will depart prior to your arrival.” NOTE- Landing sequence number is optional at tower facilities where the arrival sequence to the runway is established by the approach control. Anticipating separation must not be applied when conducting LUAW operations, except as authorized in paragraph 3-10-5b2. Issue applicable traffic information when using this provision. EXAMPLE- “American Two Forty-Five, Runway One-Eight, cleared to land. Traffic will be a Boeing Seven-Fifty-Seven holding in position.” REFERENCE- P/CG Term- Clear of the Runway. https://www.faa.gov/air_traffic/publications/atpubs/atc_html/chap3_section_10.html

I've gotten the 'Cleared to land #2 behind traffic' before too, but it's always after getting a traffic advisory and reporting traffic in sight. I've never been given a cleared behind unless I've confirmed that I do in fact have them in sight(best I can remember anyway). Regs aside, I've always regarded it as a VFR type clearance where I'm still responsible for separation.

Oops. Didn't mean to start a reg battle. Was just checking to make sure Paul hadn't made a mistake and his landing counted toward his rating as he expected. He checked. He's good.

I thought for night currency, they had to be full stop? I'm pretty sure touch and go's don't count after dark for currency, they have to be stop and go's. Is the commecial requirement different?

It's doable. I have one on there now. It has worked wonders to extend the life of the running belt.

I wasn't sure. Went and looked it up. I was the next to last E model, so I already have the upgrade. And now I'm tumbling down the SB rabbit hole to see what all is there. See what is done and might not be done.

Upgrade? What upgrade?

Thanks @mike_elliott and @Oldguy! I have that and have it posted on my panel. I've never heard it called that, though. I've been working on my instrument rating too and was slightly paniced that I missed somthing.

My plane is going down for an engine overhaul. At the same time, we are going to put on a surefly ignition, new motor mounts, and overhaul the prop governor. What else would you have done while it's down for overhaul? Anything else you would inspect/overhaul/replace?

I did the Skybeacon. It only made sense at the time. Quick install and cheapest on the market at the time (considering install time). Got the $500 rebate too. When I made that call, I was under the impression uAvionix was going to certify their left wing ADS-B in and a LED light solution so I'd have a full LED and ADS-B in and out solution. They've since dropped plans to certify the ADS-B in solution. With that said, I'm already looking at going to a Lynx NGT-9000. I'm getting ready to do a full panel upgrade and figured why not get ADS-B in on the panel at the same time. I can also clean up and steamline the wingtips compared to the skybeacon.

PAC numbers? I've never heard this term?