Greg Ellis

The Blue Angels are making their rounds as well. They flew over my office in Fort Worth, Texas yesterday. It is amazing the attraction they get. For this very short fly by, people were parked in all the parking lots around me basically tailgating for this. I do appreciate the fact that they are doing this along with the Air Force Thunderbirds. Blue Angels Fly BY.mp4

I just read this email as well. I was looking forward to my first Caravan flight. Well...2021!!!!

Over in the general mooney talk section, someone has a servo assembly for sale. Not sure if it is what you are looking for. it is also the top post on the search list from carusoam Above.

Slightly on topic...Martin Pauly has a YouTube channel and he routinely flies his Bonanza into major airports such as Atlanta, Chicago, San Francisco, DFW, etc... He says it really is a non-issue and controllers are quite helpful. I am sure the landing fees/handling fees can get quite expensive though.

Just a quick question. When you emailed Garmin regarding this issue, did you use the Aviation Product support email in Garmin pilot or did you send it through another email? I ask because I am having a different issue with Garmin Pilot and I have received no response back from Garmin using the email in the aviation product support section other than “We have forwarded your issue to the proper department...”

I am quite interested in this issue you are having because I currently am having a very similar issue although mine is with #3 cylinder in my 63 C model. The engines are equivalent. I have one cylinder that is crazy hot 17 hours into its break in from being overhauled (hotter than what should be expected during break in period). It is currently back in the shop trying to trouble shoot the problem. I will let you know what they find out. They are currently looking at: 1: Baffling since it was all removed when the engine was removed to replace the engine mount 2: Intake/induction leak 3: Exhaust leak 4: Mags/timing 5: Remote possibility of a bad sensor

I am not sure if you have done this but since you recently signed up for Savvy Analysis, they are probably going to request that you do their flight profile. Have you done this? It can be found in the help section of your Savvy Analysis Dashboard on the website.

I received mine yesterday. It was a nice surprise. I was not expecting them, the box and label were kind of non-descript so I had no idea what it was and then opened it and was happily surprised. The little things that thrill pilots.... Thanks for all the hard work from everyone.

I had my tanks resealed 7 or 8 years ago and seeing what was involved I am glad I paid someone else to do it and do it right. I had gone through 4-5 patches done by very reputable A&P's that never lasted longer than 1 or 2 flights.

Flight Chops, Matt Guthmiller, Kermit Weeks, Lewdix Aviation, MzeroA, P1D, Aviation 101, Angle of Attack, Baron Pilot, Mikey McBryan (From Ice Pilots; Has a great series on restoring a D-Day DC-3 just in time for the anniversary), Just Plane Silly, Martin Pauly, Steveo1Kinevo, The Flying Reporter (UK pilot). If you want a good weather channel to watch try Meteorology Lab/Tim Vasquez (breaks down the weather every day around the country with special emphasis in Texas since he is from here). I don't always watch all of these. But these are one's I have watched and am currently subscribed to. If they do something that catches my interest I will watch them.

This was one of the first lessons I learned from Richard Collins.

An FAA search of the Tail number shows this plane is a 172 registered to Lani Sea Sky Tours which is a flight school. Wondering if it was a solo student up flying and got caught in clouds and thought he was experiencing worse conditions than he actually was due to inexperience. He certainly did not seem to be in a rapid descent or even a spiraling descent like he said. Could also explain why he did not quite understand the nature of declaring an emergency and what that granted him as well as what a visual approach allowed him to do as well. Although he did seem to understand flying victor airways.

They did not direct me to fly to the VOR then outbound on the radial to 11 DME. They told me to go to the 11 DME point on the 334 radial. Not to the VOR first.

This is the second time this has happened to me heading east to west through Longview Approach’s airspace heading to Regional Approach airspace around DFW.

Thanks. It will soon have a second G5. I have no clue what I was thinking when I just didn’t put a second one in for the attitude indicator and remove the vacuum system. Live and learn I suppose.

I agree with you. I just started to head in the general direction of the VOR and then asked them to give me direct to DODJE which was a fix on the arrival. Worked out okay. A few years ago I was picking up my IFR clearance on the ground at Beaumont Airport in Texas. The initial waypoint on the Clearance was given to me in latitude and longitude!!!!! I asked them to repeat the clearance and they said the exact same thing. So I decided to just depart and fly runway heading as instructed and when I got in the air and contacted departure they sent me to an actual waypoint and heading. I could possibly understand the lat/long given if I was in the middle of nowhere and there was nothing around (maybe in very remote Alaska!!) but I was in south Texas. There are arrivals and departures and preferred routes, etc... all over the place so it baffled me why I was given lat/long for an initial fix on a clearance.

Thank you for that information. I will try that. Man...I LOVE this forum!!!

And I am not saying that this is absolute but the recommendation for my C model to run the tank dry comes directly from the POH page 21 under fuel management. Now I agree that this was from the 1960's and we don't do a lot of things like we did back then but I do follow this. I also took the Advanced Engine management course from Braly, Deakin and Atkinson and their recommendation reinforced this procedure as well. And there are many others that have given me this advice. I am not saying it is right for everyone and people have their own level of comfort on how to manage their fuel but it works for me for what that's worth.

The danger right now is that the grocery stores around here are out of toilet paper!!!!

Thanks for the response. I use Garmin Pilot because it talks with my Garmin Transponder for TIS-B and FIS-B. I will see if Garmin Pilot can do the same thing as Foreflight. I do not have a Flightstream 210 for it to communicate with the 530 but I could use the ipad to get me going in the right direction then try programming the 530W. Thanks for your's and everyone else's advice.

Some of these make mine seem like nothing. Flying from Fort Worth, Texas to Santa Fe, New Mexico. Just passed Clovis, New Mexico at 10,000 feet, the oil pressure started to slowly drop, the CHT's started to slowly rise, so I immediately turned to Clovis. Engine quit on final, able to land and coast off the runway. Mechanic on the field pulled the oil filter and it was full of shiny bits of metal. Engine decided it was hungry and ate a main bearing for lunch.

So I will answer the other way. I have a 63 C model and had to have the tanks re-sealed. That was 8 or 9 years ago and all is well. However, when removed my sealant was in bad shape and the tanks had been patched so much it was a mess inside. These photos are the before, after cleaning, and then after the re-seal.

The same thing was happening on my 63 C model. So when I redid my panel, they removed all that labelling and plastic coating off the metal pieces, and painted it to match the rest of the new panels. Then I used a company that makes placards for airplanes and placed new placards to label everything properly. You can get an idea with these photos as to how it came out. There are the preop and post op photos. If I remember correctly, when they removed that fading and cracking sticker that was on that panel, it was metal panel underneath, not plastic. And they were able to sand it down and paint it. The only panels that are new are the left and right instrument panels and they came from LASAR.

Yes, thanks for the response. I mentioned that at the end of my post. Just did not know if there was another way that was easier.

I have a Garmin 530W (fairly new to me) and I was given an instruction from ATC on a recent flight and I have no idea how to program it into the GPS. The instruction was to fly to a certain DME point on a radial off of a VOR. The flight was from Mobile Alabama to FWS (Fort Worth Spinks) The actual instruction was to fly to the Frankston VOR (FZT) 334 radial 11 DME. Then direct DODJE and the REEKO 3 arrival. I really had no idea how to program the 11 DME point off the 334 degree radial on the Frankston VOR (there is no intersection or Waypoint name of this particular point to put in the GPS). So after heading in that approximate direction for a few minutes I realized I was going almost direct to DODJE so I asked Longview Approach if I could just go direct DODJE and they cleared me for that. But I would really like to know how to program the GPS to take me to the 11 DME point on the 334 Radial off of Frankston. It could be any sort of clearance, not this one in particular I just would like to figure out how to navigate to a point on a certain DME distance on a radial from a VOR that actually does not have a specific intersection name or any other identification other than the DME. This may sound very simple but the Garmin 530W is relatively new to me and I have flown little IFR flying with it due to other mechanical issues keeping the plane in the shop. I have read the Garmin manual and the only thing I could see that could work is to try to create a User Waypoint by referencing a existing waypoint which would be the Frankston VOR. A lot of programming. After creating it I would then have to get it into the flight plan as well. Is there an easier way I am missing?