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hais

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Everything posted by hais

  1. 10 kts would be dangerous. is that much loss accurate? I don't recall noticing an apparent performance loss the couple times the door came open. Would be great if someone could do an experiment....
  2. Missing bolts? Sounds to me you are confusing things - are you sure it wasn't Boieng you took it to?
  3. Is it just auto throttle, or does it include "fadec" as well? Will the $15k be installed?
  4. Now you are forcing me to google what engine is in my car ....
  5. Curious why you consider switching, aren't those Austros perfect for Europe?
  6. No, no trouble with temps. The high power setting recommend for break-in accelerates the airplane to speeds that are unsafe in the environment. One option is to go away from the airport - not a great one. Another is to increase drag.
  7. Lots of trainers around you doing 80 knots, and ATC likely would prefer you stay below 2000 ft, so slower is better.
  8. After major surgery, you want to stay nearby for the first hour
  9. I formulated poorly - yes, the intention is to run at high power and stay within recommended temp range.
  10. In last engine break-in, this fire-breathing dragon was reaching 180 KIAS to keep the CHTs up. We have another break-in coming up, this time in busy controlled airspace. Was wondering: any issues against leaving the landing gear and speed brakes extended to keep the speed in the 130-140 KIAS range?
  11. Is the fleet doomed in the short term because of no parts availability? Or are vendors filling orders directly from owners?
  12. I believe the issue is that the manufacturer needs get involved since the unit is part of TC. I recall DA40 owners were frustrated because Diamond wouldn't or couldn't. If that's the case, the question would be: will Mooney certify an upgrade path?
  13. I believe Rockwell Pro Line in the Premier 1 does this. Very cool project - I'd be interested lending a hand, DM me. And if you are talking SDR - it can be a base for new innovations down the road. How about getting ATIS in text ...
  14. Any practical tips on how to accomplish that?
  15. I didn't feel I was in distress, I'm still not sure that was an emergency that warranted priority handling. There was no rush to land, only the need to stay out of the way.
  16. Bose A20. As I mentioned, this happened to me a couple of times while wearing the ASA passive set. I didn't have trouble then. Another lesson is that the mic is good, that you can be heard. If you didn't know that, you wouldn't assume anyone can hear you if you can't hear yourself.
  17. We all brief EFATO. Do you also brief emergency return? I have a tale where that would have saved the day. I ended up crashing the Ovation. Here's the chain of events. 1. Transponder INOP. Needed to ferry the airplane a short 15 minutes flight to get it repaired. Home airport is controlled, and the surrounding airspace is very busy with several control zones and training areas. Even when flying outside of control zones, we routinely get traffic advisories. Without a transponder, I assessed the threat to be loss of separation. My mitigation was to fly at 100kn with A/P to pay extra attention to traffic scanning. That concern became a factor to what happened later. 2. I called ATC on the phone to coordinate the flight. Tower was kind enough to call the other towers to coordinate. I calculated my approach speed for the destination and planned for 70kn. This also became a factor. 3. I briefed EFATO, got my clearance, and tower advised of winds gusting 10-18. I didn't pay much attention to that because I'd be at a safe speed on initial climb out. In my opinion, this was my biggest mistake. 4. Shortly after rotation, the door came open. Now I'm no stranger to doors opening in flight. But this time, the noise was so loud I couldn't hear anything. Remember (1) above? Now I'm concerned ATC can't see me and I can't communicate. I'm wondering, do they have primary radar? Can they warn other traffic? Should I continue and fly through a narrow busy corridor and an equally busy training area without communication? I felt a mid-air.risk was high and I should return. I tried to call tower, but I couldn't hear anything. I'm thinking, what now, I can't just change the plan and rejoin the pattern without anyone knowing....and I guessed there were probably 5-6 aircrafts in the pattern which is typical at this field. So I decided to level off at 600ft, stay below the pattern, and join downwind. I thought that was a good plan...600ft is clear of obstacles and probably no one else would be flying that low. 5. I continue to try to call ATC and announce my intention. But since I can't hear, I wonder what next. Do I land without clearance? I can't climb to try a NORDO procedure...or maybe they do see me? I decided to land without clearance - at that point I felt I was a mid-air.hazard. 6. As I'm configuring to land, I faintly heard tower saying I was number one. Big relief. So I turned cross wind and final. Remember (2) above? Now I'm focused on my speed. I see I'm 68kn, so I pitched to get back to 70kn. Then I see I'm way too low. I routinely do circle to land at about 600ft. But that's always planned, so I take care not to descend until final. Here I did mistake #2, descended as if I was at normal pattern altitude, so ended up too low. I decided to go around. No problem, right? 7. So I'm adding power slowly while pushing the yoke to prevent the nose from raising. Everything looks and feels normal. And then suddenly, airplane is sinking. Took me by surprise. At that moment, I remembered the wind gust...but too late. No altitude to recover. Then I remembered the stories of prop strikes at go round...I decided to cushion the crash with power ...and prevent getting airborne again. Airplane came to a stop a few feet short of the runway threshold. I uttered a few expletives, walked out, called tower on the phone, uttered a few more expletives...and waited for emergency responders. Pilot: not hurt. Airplane: prop strike, sheared landing gear (all three), bent flaps and elevators. Otherwise in good shape. No structural damage. She will fly again. So I made a few mistakes, but only if I had carried extra speed, the go around would have been normal. ATC probably did mention the winds, but I didn't hear. If I had planned for an emergency return, I would have remembered to carry the extra speed.
  18. That was version 4. But even with that, appears you get different models with different capabilities from session to session.
  19. Good pilots know how to plan. Great pilots know how to get lucky
  20. I gave it RNAV 10 approach plate into FCM and ask this question:
  21. True, not perfect. But imagine a device that understand any panel configuration - that's easy to scale, and doesn't interface to any systems... Even without improved accuracy, it would be useful. And it is not controlling anything, just pointing out potential issues.
  22. That was over the mountains in Oregon. It was quite a blast and I kept feeling sorry for all the poor souls that were flying the opposite direction.
  23. Playing with chatGPT, I uploaded this photo, and this was the analysis. Would someone put this model on a TPU where the GoPros are mounted and pipe the analysis through the headset? I bet it can figure out you did not lower the landing gear....
  24. Getting them to ride in the back will help...until someone remembers the stuff some captains pulled off... and that will remind us that computers can't pull these kind of things...
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