RogueOne

Basic Member
  • Content Count

    608
  • Joined

  • Last visited

  • Days Won

    4

RogueOne last won the day on September 27

RogueOne had the most liked content!

Community Reputation

379 Excellent

About RogueOne

  • Rank
    Won't Leave!

Recent Profile Visitors

446 profile views
  1. Some of the smoothest landings I have had have been on grass. As long as the field is not a P.O.S. Mooney is fine.
  2. Feel my pain...Plane comes through annual and ADSB upgrade. Carrier modifies demand of 25 hour unicorn cfi missile flight to just a two hour orientation flight with a 25 hour missile pilot... Awesome right? Nope because he works for an AG company that is massively behind on harvest. Might get flight in by T-giving. Oh the humanity...Anticipation. Anticipation...Making me wait. Keeping me waiting... You’ll have that. Time to install led landing/taxi light and hard wired Aera...Patience is a virtue. Painful as it is. Stay tuned...
  3. O.K. Bumping my plane to reflect current listing price. Now priced to sell. Additional information (Last two annuals of airframe and engine/Major overhaul log book entries/Pre-Buy Review/Updates and STC’s by year). Plane is also listed on Barnstormers. Plane is IN ANNUAL until 3/30/20.
  4. Thanks Clarence. I was curious if flame tubes can be visually inspected without removing the exhaust. What is the normal life span of flame tubes in a 4 cylinder engine?
  5. What is involved in the disassembly of the heat muff? You can visually SEE the flame tubes with the heat muff removed? I would love to see photos.
  6. -How long do they last? -How do you inspect to see if they are functional? -Cost to replace? Thanks for the education.
  7. Both of my Mooney’s a ‘66 and ‘81 have zinc Chromated in the empennage. I treat the wings with Corrosion X. These planes are commonly 30-50+ years old and going strong. All airplanes have issues with corrosion if not hangered and or inspected and treated. ALL manufacturers have their “issues”. Mooney does not suffer corrosion on a fleet wide basis. Sealant in the tanks, Shock discs are the common gotchas. I like the Comanche. I like the J a lot better. Enjoy your Piper.
  8. This is a legitimate question. Can you give me an example when it is not possible to sump/check for contamination and also smell the fuel in the sample from each tank?
  9. So you literally stated that a few more hours in the cockpit would NOT cure your airmanship issues... I am glad you are happy with your C.
  10. Eric, The industry has designed fuel nozels to NOT fit. There is an engineering solution. This is a simple training validation. NEVER FUEL IF THE PUMP DOES NOT FIT THE ORIFICE. Do you think this is NOT the standard at every airport? This human states that a dead human, that can not speak, “told him twice to fuel with Jet A”...So he did. You do not want me on that jury. There will be a jury. You wish to support the theory that the pilot contributed to the error? O.K. I do not care at all what the pilot said. The airport/FBO did not have adequate training on a fundamental element to prevent this misfueling. They are liable in my eyes based on the information provided. I hope this incident brings positive change. I guess I am most interested in why you have an issue with holding an individual and organization accountable? You wish to put this on the pilot. Why? Do we not have a fundamental expectation that duty to safely provide a service take place? Was this duty NOT in the hands of the airport/FBO and ultimately the employee? I wonder what case law there is on this type of negligence?
  11. Our insurance has gone up due to the Max being flawed. Will this also result in our premiums increasing? G.A. And it’s leaded gas are “a problem” to many. This type of tragedy only increases the microscopic look into elimination of “a problem”. Both tragedies will reoccur until the fundamental cause is engineered out. My takeaways: 1. Fuel my own plane whenever possible. (If I can’t fuel myself talk to the individual that will fuel my plane and tow it). 2. Placard the tanks 3. Clearly communicate quantity and type of fuel on the ticket. Get a copy in writing of what I request. 4. Sump/Smell/Inspect fuel and fuel quantity of ALL tanks every time before flight. 5. Tell those I love that I love them because flying and life inherently expose to injury and death. 6. If you have partners that share the plane discuss this incident with them and educate them. 7. Ask your line person if they know what happens when a plane is misfueled. I work in insurance risk prevention. There are specific controls to minimize mis-fueling that include testing/sampling/dedicated tanks for storage and transport. Documentation and training at all levels of the supply chain are a critical link in the accident chain. The PIC is the ultimate link. I plan to watch a video and would like to also mix 100 Low Lead and Jet A to see what it looks like when mixed. Knowledge is power.
  12. I don’t think his statement is disagreeing with you Eric. Training should have allowed the line employee to not simply “re-ask” if you want Jet A. The training should have required that the employee NOT fill the tank based on the size of the nozzle vs. orifice. There should of been additional questions by the line person and his reasons for NOT fueling the plane. This is not complex. There are simple absolutes that must be trained and documented. I receive redundant retraining regarding security to gain access with my photo i.d. To the airport. I could give this training I have done it so many times.