FlyingDude

@201er in vfr, the pattern is within 2 miles from the field. The guy chasing needles at 5nm is not on the same final, even if he's on the final leg of an ifr approach. Same 91.113 gives the right of way to the lower aircraft. On base, you're 500-700agl. 3 degree path puts you to 1500agl at 5nm. But I commend those who extend their downwinds 5 miles to let in needle chasers. You may want to ignore the text and the AC cited, because we all agree that ACs are not regulatory. (Ac90-66c par 9.11.3) But please do open the link for the picture. https://goldstandardaviation.com/f/why-ifr-traffic-does-not-have-right-of-way-over-vfr-traffic

My point is, venting here or on other social media is futile. You need to call them and talk to their chief safety officer. If that never works, then call up your fsdo.

Thanks for venting but you know that ATP folks don't hang out here, right? One time, I was up just to warm the oil and found myself in downwind at a nearby airport. There was this atp hotshot and his student shooting the ILS "approach" in broad daylight. Long story short, while he was 5nm out, I turned base. Then he dipped below me. As you did, I stayed clear and had a verbal exchange. I said "you can't do that... straight in approaches have no right of way... look up the accident at Las Vegas. " He goes "I'm IFR, IFR has right of way, look it up in AIM." I just said "that's bullshit. You're vfr and are under vfr separation. . you might cause an accident." To which, a couple weeks later another straight in approach plowed into another plane in the pattern. But, i captured his tail number, adsb track and called up ATP and gave an earful. And I said 'if that doesn't stop, next time I'm calling the fsdo." IFR my a$$. It was unlimited visibility and 0 clouds and no wind.

Could you please explain this?

Thanks... this is a Kannad unit. The installation manual refers to the self test but they also refer to a service letter for periodic tests. That in turn explains how to measure voltage and do the crash test. It does emit 121.50MHz signal during test but 406Mhz emission is not required by 91.207. It doesn't emit that during self test but only after 50 seconds of being at ON setting... I do have a decoder, I could decode the test signal but I don't want to be the guy who tested that the hangar wasn't enough of a Faraday cage - or deal with sending test request faxes... The reason I asked is some IAs online believe that self test suffices to fulfill 91.207. It sounded weird.

Thanks... this is a Kannad unit. The installation manual refers to the self test but they also refer to a service letter for periodic tests. That in turn explains how to measure voltage and do the crash test. It does emit 121.50MHz signal during test but 406Mhz emission is not required by 91.207. It doesn't emit that during self test but only after 50 seconds of being at ON setting... I do have a decoder, I could decode the test signal but I don't want to be the guy who tested that the hangar wasn't enough of a Faraday cage - or deal with sending test request faxes... The reason I asked is some IAs online believe that self test suffices to fulfill 91.207. It sounded weird.

Hello all, This question is more for IA/AP but please chime in with your experience. The question is, "how did your 406MHz ELT get tested during annual inspection to comply with 91.207?" Thanks.

Hi guys, I thought I saw a thread on this here, but I can't find it now. I rode in a Bonanza A36 which had a starlink antenna on the top portion of the windshield. I don't think it obstructed the view terribly. But my mooney is smaller... Has anyone successfully installed a starlink on their mooney without affecting visibility or performance? Thanks...

The big question is, was he going to work face to face with people in MD, or was he going to sit at a desk taking Zoom calls and wearing noise canceling headphones to concentrate over the office cacaphony?

My oil temps were going higher. At first I flushed it using a 20$ pump from Amazon. Ran it like for 4 hrs, 30 min in each direction at a time. I straightened the fins with a radiator comb. I only gained around 5*F, which is trivial. I put in a new vernatherm and it solved the problem.

If it's plumbed to the MAP, then it will increase the advance, which will lead to higher cht. I gained about 10F on CHT after installing surefly. But it's still way below high range. You might be leaving the mixture just above peak, which maximizes CHT.

3,4hr legs. Max 7hrs in a day with wife only. 2,3 hr legs, max 4hr in a day with kids (8,6 yr). I do not allow for food or drinks in the cockpit, so we need to stop to eat, so our leg timing works out. Unless they have genuine interest in flying, you need to keep them comfy and entertained. My kids are growing some interest in piloting ever since I let them sit in the front seat, but that doesnt translate into patience during long XC. Wife has clearly spoken that she actually doesn't enjoy flying GA but she acknowledges that it does save a lot on the door2door block time compared to airlines or driving when traveling to many destinations, so she is "happy to tolerate it". Get your dynamic prop balancing done. My wife noticed it once I got my AP and bought the machine and took a half day to bring it down to quasi 0. Her daily tolerance rose from 3hrs to 8hrs. But she doesn't like driving more that 6,7 hrs anyway, so that's our cap. Stay above turbulence even if that means higher headwinds. The Bluetooth connection into noise canceling headsets combined with panel USB power allows for wife's Netflix binge. Kids have their tablets with headsets. I assume getting starlink could further improve the situation.

I have a Brittain yoke plunger, in case you were going to the lengths of rebuilding one only to have a working one.

I'm already halfway through the paperback book. I highly recommend it.

How is that even possible? Sounds scary.

How long does your preflight take anyway? 5 minutes, 15 minutes? I spend the most time on the "fluids" item per my checklist (fuel level and sample, oil level, tire inflation). The rest runs swiftly. I personally check these fluid items every time I leave the plane out of my sight. What if they need to put A1 in a plane whose tail number approximates yours, as in with the same numbers in which only 2 consecutive ones are swapped, so they fuel yours with A1 while you're flirting with the desk girls at the FBO? Too risky.

I'm at 2600 landings. Plenty of opportunities ahead of me to surpass you by far

I split my preflight as blocks, fluids and walkaround. For blocks, I first remove tie downs and chocks. I have 2 chocks and if I haven't removed the 2nd one, I put the only one on the walkway so that's a reminder. Then I remove pitot cover. I set it on the walkway or in my pocket where it bothers my leg: so I know where it's at. Then I remove any heater stuff and the blanket. Then I do fluids: oil, gas (level and sample), and tires. Cup and dipstick only go back in the bag after I'm done. Otherwise they sit on the walkway. When I remove the towbar, I take a picture of it in the baggage compartment. Before cranking I think of the towbar and sometimes I look at the picture for the exact reason you said: in case I got confused with the last time. After the "blocks and fluids", I do the walkaround. I go over the checklist before cranking. So far I only forgot to close the oil dipstick cover because my kids decided to start WW3 over a tablet and I got distracted. I saw it flap open after cranking, so I closed it before takeoff. Not perfect but addresses my personal shortcomings. The leave the stuff on walkway helps me with starting but not finishing tasks... YMMV

I thought we were talking about simple items that are on every checklist, which we are actually supposed to use. I didn't know that we were talking about "any" mistake in general, which is a very broad topic. Big mistakes, like forgetting to drop the gear or misinterpreting a wx chart and ending up in marginal wx beyond one's capabilities, can and do happen even to the best. However the items on this survey are simple things, all of which covered by checklists. Missing them is sloppiness. The remedy is using checklists. Not making generalist moral statements about human infallibility and modesty against grandeur, or assuming that mediocrity is normal. I try to use my checklists. I witnessed people take off with pitot covers on, fuel caps off and one guy was merrily taxiing a Cessna172 with the tow bar on and we called him on the radio. Those sights scared me and burnt into my mind. I strive to not make those mistakes. However I did miss stuff, which I caught later before taking off, but still they upset me. They happened when we flew as a family because young kids can be distracting. So I taught my wife the preflight checks and she helps me not be sloppy. She loves to point out everything I miss and is very thorough.

What if it's the truth? I find fake modesty as unpleasant as boasting. Some people (not me) are perfectionist and they really do score that high...

Or, we should all strive to be like them. I wish I was half as good a them.

I think they're just meticulous. Not lucky.

Why would it be "boasting" if it's the truth? Furthermore, if a said person started the thread "hey, I have never made this mistake in xx hours, how about you suckers?" then yea, that would be boasting. Here, the post is asking the question and a very applicable answer is missing. I'm still novice at 1700hrs so I choose the yet other option: "decline to answer" But I got curious and did check with 2 pilots, 11k and 12k hours each, almost all of them in GA, both about 8k+ hrs dual given, and both answered "nothing". Evil eye caused by jealousy is not karma, btw...

Ok

Why isn't there a "Nothing" box?