cliffy

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cliffy last won the day on December 4 2015

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About cliffy

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    Won't Leave!

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  • Location
    N Arizona
  • Interests
    You choose your position in life today by what you did yesterday
  • Reg #
    N1969Y
  • Model
    M20 D/C
  1. pattern etiquette question

    YUP, they think they own the place. Its only a Beech 1900 and both crew members "might " have 2000 hrs between them. They fly Part 135 most of the time as they can't get anyone with experience. Virtually all of the jet traffic uses straight ins also. And we do have an occasional NORDO
  2. pattern etiquette question

    How many have ever read the, err, Chart Supplement on an airport and paid attention to the "Dedicated Calm Wind Runway"? We have one but no one follows it. We have over 1,000 jet operations a year here. Up to and including G650s and Globals. We have easily, 10 times that in piston flights. We can have 100 airport operations in a day here. ALL at an uncontrolled field and 25% straight-ins and 1 runway. The jets are straight ins 90% of the time. One tour operator flies only right base approaches from 7 miles out with 6 to 9 airplanes in that line. Cuts down on flight time by 2 mins per flight! We have one main runway and both ends get used at the same time for straight ins. Takeoffs on 33 and landings on 15 happen everyday with in minutes of each other. Then factor in the EMS operator with helicopters and KingAirs on medivac flights that pop in front of everyone else. This issue will always be a problem and everyone needs to keep their eyes open and be as safe as they can. There is no panacea here. Just pay attention out there.
  3. If and I say "IF" the gear and control throws were checked properly last time the chances of them changing over 1 year is pretty slim. I check mine every year but nothing changes. I would think however that your A&P might want to at least learn how to do the gear over center check properly even if you have to borrow the tools. If you want him to follow the Mooney 100 hr check list AND sign it off as being the guiding document he will have to check the gear and the control throws. If however he wants to follow his own check list (to include what 43.13 says to include in an annual) then, the sign off and what's checked is different. In actuality, our Mooneys are pretty basic in most regards. The biggest item on my calendar is lubing everything that moves. It takes a while and most all the panels come off to do it (check the MM). If the gear goes up and down and the doors close properly so be it. If electric, be sure to check the manual gear operation also. The engine compartment is similar to any Lycoming powered airplane. I do pressure check my muffler every year. General servicing is no different than any other airplane. Tires, wheels, wheel bearings, again- lubrication of every moving joint (using silicone on the exposed rod ends). One MUST have the maintenance manual available while the work is being done. Good luck. I hope it turns out OK for you.
  4. Oxygen Refills- Robbed

    Just to be sure- everyone understands the safety standards of filling O2? NO oil or grease anywhere near the "filling station". Preferably tools cleaned of all traces of oil and dedicated to the "filling station" Fill slowly to avoid compressional heating and subsequent drop in cylinder pressure after filling. Not pointing fingers - Just making sure its done safely. Most "linemen" have no clue how to do it safely, that's why many use the A&P to do it for liability reasons.
  5. Ultra Screw Up

    Ya wanna a door on the right side? Buy your $700K airplane and have your A&P cut one into the side. Its all non-structural back there. Quite whining and go do it ! :-) :-)
  6. Virginia Accident

    You know, CD is a stand up guy. I'll fly with him anytime he gets another airplane. I'd volunteer to be the first to go with him. Not many would openly talk of a mistake just for the possibility that it might help someone else in the future. I think his posting has done just that with several here. His integrity is beyond reproach. We all have made mistakes in airplanes (even me:-). Some of us are alive just by luck. I've been around this business for over 50 years and the best education I've had has been reading of others misfortunes. I've done it since I was a Student Pilot. My first instructor got me interested in doing just that. As I have posted several times before I'll say it again- One is never a safe pilot until one becomes "tempered". One doesn't become tempered until one makes a mistake in an airplane that scares the living crap out of you and YOU know you made the mistake. Once tempered, flying takes on a completely different perspective. CD, if we ever meet dinner is on me. It would be my honor.
  7. Moving the data plate

    Just to be clear- what was required was not a "data plate" but just a short "tag", one line with IIRC make, model, s/n on it. No other info was required for the "extra " tag in back.
  8. Moving the data plate

    I've never had a problem supping an education where or when it was needed if I knew my subject and I knew I was right. Educated an FAA type on the ramp at KMDW one day about leaking aft lavs on a 737. It was a toe to toe shouting match. I wound up getting him transferred to a desk job in Texas because he didn't have a clue about what he was talking about. The vast majority of "in the field" FAA types are pretty straight shooters but once in a while you run into a real ass. As Bob Hoover found out. There are many airplanes flying around today with a small "data tag" riveted to the left rear tail cone area and the for real data plate is somewhere else as installed by the maker.
  9. Unfortunately Sheet Metal Bend Allowance work was not one of my best subjects in A&P school. Barely got a C in it. :-) Looks like nice work there!
  10. Moving the data plate

    For those who forget history they will repeat it or so it says- On a Cessna 140 the data plate was fastened on top or the glare shield inside the cockpit. Some old airplanes its on the left door post. No one but the manufacture can make a data plate. BIG No No. That's why data plates are so valuable to re-builders. Without the plate the airplane never existed. Historical note- what you are reading in the FARs is a modern rewrite and not historically correct going back 50+ years. The FAA guy is a newby and probably doesn't go back 20 years and is only reading AND was only taught the "new" regulations. There was a time 30 or 40 or more years ago when ALL airplanes were required to put the make, model and S/N on a small metal tag riveted to the underside of the fuselage under the stabilizer. This was for identification on the ramp by the FAA or LEOS because the data plates couldn't be seen from outside in the place the manufacturer put them (you're thinking sometimes bogus N numbers maybe :-). All airplanes should have complied but obviously many did not and IAs didn't catch it at annual time. Get a letter from Mooney that yours is in the spot that the factory put it legally back when and ask the Feds to look up the old regulation about a metal tag being placed on the aft fuselage where they say the data tag should be. Get a small tag made (your A&P can do it) and rivet it on the back (2 rivets). All perfectly legal IF the Feds only knew what they were talking about.
  11. Going fast has always been only a matter of $$$$$$$$$$$$
  12. Current rate for overhaul IO720 vs 2 ea IO320s ?????? :-)
  13. Even a Boeing will slip if done properly :-) They're just airplanes. My 140 was IFR certified with venturi powered gyros. Did many low OVC takeoffs with that set up. Did my commercial ride in it with a retired FAA FSDO Chief who only wanted to do spins for 45 mins and then signed me off! Started out with a Superhomer with whistle stop tuning. Ended with a for real 360 channel comm and a Nancy Narco Nav 10 and one of, if not, the first xponders in a small airplane in the LAX basin. Single VOR, xponder, Marker lights and a 360 comm for IFR in the LAX basin. It just couldn't get any better than that!
  14. Yes, but in a TC four of the eight can quit at night, over mountains and still not raise the blood pressure too much In the common crankshaft model and four quit at the same place? BP goes to 220 over 300 :-)
  15. There are 140s BUT ALL the rest are just Cherokees- With a Comanche 400 I guess you preposition the fuel tankers along your route :-) Might as well be a Twin Comanche with 8 cyls to top-(8 cheaper cylinders to boot IIRC) :-) Did 350 NM yesterday (KBIH-KPGA) through the top of the Class B Las Vegas at 9500' in 2+40 (9 hr drive) on 26 gallons. Giving 15.5 SM per gallon. With 152 MPH (S) average. I can live with that for the low price of entry of @ $276/MPH. Most bang for the buck (price of entry) in a C