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jlunseth

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About jlunseth

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  • Gender
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  • Location
    KFCM
  • Reg #
    N381SP
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    M20K 231

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  1. Possible. The counterargument is that they can get hung up on the way out the door, or in the seat belt, or someone who is anxious can reflexively inflate the vest before exit. Depends on who is in that right seat. If it is someone who you can rely on, that is a good idea, if it is a child or someone else you can't rely on, not a good idea. I used to fly to the Bahamas with a friend who had Alzheimers. I did not have him put his vest on for the flight over, would have been a bad idea. But let's say you have a raft and a survival kit, how do you stow them so you have the best chance of getting
  2. I had to do it once, at a Mooney PPP. We were shooting an ILS intending to land, but for whatever reason the Navcomm (430) did not receive the glideslope. I tried just flying it as a Localizer approach (different minimums), but we spend a little time trying to get the GS working and I got on the Loc too late to get to the MDA, so we went around. It worked fine the second time. The problem was that there was a Tstorm immediately off the departure end of the runway, when we shot the approach the second time it was just a wall of water. Probably good we went around early on the missed, so we did
  3. If ATC says you are loud and clear and you sound garbled to yourself, that means there is a problem with your sidetone. Your broadcast to ATC and what you hear in your headset can be thought of as two different broadcasts, I believe the sidetone is produced, or at least it is regulated, in your intercomm. I don't know the solution, but I think its the sidetone you need to trace down. You can pull out and reinstall a radio, it is a simply twist of a screw accessible with a small screw driver from the front. But I always have my A&P do it anyway, because the reinstall involves pushing t
  4. Paul sealed my tanks. They are twelve years old now, no leaks, and some "newbie" landings back in the day.
  5. I have done this several times, flown over water out of glide range. The biggest concern I have is the single door when carrying passengers. Never done a water landing, who has? But from reading, it is always going to be a roll of the dice whether you wind up right side up and float, or you catch a wing and cartwheel. So what do you do to stay alive and get any passengers moving out of the aircraft as quickly as possible. And you have to assume they will not move very fast or may even be unconscious. Number one safety device, I think, is good seat belts so no one gets knocked out. I tried carr
  6. I have not done that. I have filed routes around the lake rather than over and they understand what you are doing. On one occasion I filed a route to cross at the narrowest point, which is up near Green Bay, and they wanted to vector me over the south part of the lake where it is wide. I got on the horn and told them I preferred the northern crossing, so they routed me up to GRB. It was an Angel Flight with an infant, I explained that to them, maybe that helped, but typically my experience with ATC is that they will cooperate with your routing request if you let them know what you want, it is
  7. You can rent both vests and rafts at App Jet at KFPR. Call and reserve in advance, you can't just show up and expect they will have some.
  8. Its not simple. Take the example of a trip from FCM, where I am, to Denver. Typically the winds aloft will not be favorable on the outbound, so it will be best to stay down as low as possible. The two aircraft will be a tie on that leg, or the NA aircraft might have a slight speed advantage if you are really low. On the return leg, if you get into the high teens or flight levels you will not only pick up about 30 kts. just from the altitude, you will also pick up tailwinds. They can range anywhere from 30 kts. in the summer to 100+ kts. in the winter. You will have a cruise TAS of around 170 k
  9. Does your 10-15k include an accrual of the cost of an overhaul or factory reman when the engine runs out? If not, then I would say you could maintain a K for well within your range if you buy well, meaning you don’t let yourself buy a bargain thinking you are going to be able to manage the maintenance. It just does not work that way. But if the aircraft has been reasonably well maintained you would be good. Don’t forget, though, that most of the K fleet is going to have at best, early 2000s avionics like the 530/430s, and the APs are 35 years old. If it is an original King panel it is goi
  10. I have a TSIO360LB in a 231. I think what alot of us turbo drivers have come to realize, is that the operating recommendations in the POHs were part of the problem with engine life. "Best Power" in a POH from the 80's is typically right at 75 dF ROP which is the worst possible place to run an engine. Takeoff and climb in a turbo should be full power full rich. If you really want to go beaucoup fast all the time and don't mind Tops every 1,200 hours, then go ahead and operate at Best Power, but you will get much better engine longevity at either richer or leaner (lean of peak) power settings. T
  11. I set power at approach speed, 120 kts, and then drop the gear about 6 miles out. That means I am slowing when I enter downwind. I am to be abeam the numbers at 90-100 and then pitch for 90 on the downslope of the downwind.
  12. “I was told by someone that JPI has dropped the price to $100 for the firmware upgrade - it's a real shame that they can't just send a USB stickfor it (or can they?).” I doubt it. The critical data (redlines, hours, etc.) gets reinstalled and you have to make sure they get it right. I don’t think they farm that out.
  13. Hillbilly, you might do some checking with a good MSC on your longevity numbers for the Acclaim if you are interesed in one. My understanding is that a major issue early on was that the breather dumped into the exhaust and had a strong tendency to coke up, which caused some very short times to top overhaul. I.e. 400 hours SNEW, and usually most or all of the cylinders. The coked breather would lead to crankcase pressure, which leads to other really bad things. I believe that issue was corrected, but like the Bravo "wet head" or the GB->LB conversion you will still find some unconverted engi
  14. Apart from the weight of the later, bigger engines, Mooney also started adding more and more sophisticated equipment, which is really nice, but it weighs. The issue is one of the law of physics, not the coolness of the additions. I am told there are some Acclaims with really good useful loads, but I know there are also some Acclaims that cannot carry a full sized male pilot and full fuel, which is just too bad it is such a great, great aircraft. I covet one. I will lose whatever weight is necessary.
  15. Back in the day I flew all over the west in a C55 Baron, normally aspirated, owned by an uncle. It had the same approach to high altitude life as the Ovation, just put a big enough normally aspirated engine or two on the front. Now I fly a turbo, a 231, and have been all over the Rockies in that as well. The turbo is pretty nice if you are going to transition from the west side of the Rockies (PHX) to the east (i.e. DEN) or vice versa. I flew around the practice areas near PHX quite a bit last year, but the last time I departed on a trip from there was SDL bound for Kansas a few years ago, and
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