M016576

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M016576 last won the day on October 22 2018

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About M016576

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  • Gender
    Male
  • Location
    : Deer Valley, AZ
  • Model
    M20J 301 "Missile"

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  1. It depends on how busy they are... and the individual controller’s character...as to whether or not they are happy about it. There’s a reason that the capability for a pop up exists, though.. and it’s pretty close to the above situation: it’s VMC, predicted to be VMC, but the weather drops to where you need to be IFR to complete the trip. Of course, in this case the field was reporting VFR- so no need to pickup ifr or svfr so long as the decent could be made legally under vfr- which it seems it was.
  2. Count me in as option 3. PM if required- be happy to take you over.
  3. I’d also throw out there that the first line states as follows: “For the purposes of this AD...”. Which implies that the following definitions are only applicable under the context of the AD referenced. While a good starting point for information, I’m not sure if that AD references bird strikes or not (I couldn’t find the AD itself under mooney or lycoming in the FAA database, and no link was provided).... and if it doesn’t, then I don’t know that an insurance company would be bound by those definitions unless the AD was specifically related to this instance in some way shape or form. I should mention that I am not a lawyer- so I could be way off here.
  4. Who all’s planning on attending? I’m going to try to make it....if the little admiral will let me.
  5. That’s not a bad idea- the STC POH manual for the missile is about 75 pages long. I should probably scan it anyway just in case I lose my logs- I’ve scanned all the other logbooks (A/F, engine and prop). It can’t hurt to have a digital backup, right? I absolutely love the missile. I’ve been flying it for about 5 years now- and I think it’s going to be my forever plane (if I’m fortunate enough to continue to be able to afford it). I toyed with the idea of a bravo for a while, then I thought about a light Twin. After I sat down and truly put pen to paper, though- I realized that the Missile fits all mission requirements, is the same speed in the 10-12K regime as most light twins and close to the same as the Bravo, and costs less to operate and less to maintain than both. Someday, if I’m REALLY lucky, maybe I’ll be able to afford a TBM or Pilatus... but until then, I’m sticking with the Missile.
  6. Indeed. It is particularly important in the turbine world, to continually have one’s skills objectively evaluated by a competent third party on a regular basis. I wonder what this particular pilot’s training program looked like.
  7. My initial reaction: The type of person that has the scratch to buy and operate one of those under part 91, then chooses to fly it single piloted reminds me of the adage about “a lawyer that represents themself has a fool for a client.” but then I thought... well if I won the lottery, I’d totally buy a single piloted jet and fly myself and my family all over at 500 knots... so what does that make me? Hah!
  8. The ADS-B installs are certainly keeping the shops busy.
  9. My guess is that you’re OBS doesn’t have the correct course set, but it’s difficult for me to tell, because I don’t think the course on your Aspen is set to the course you’re comparing either... it looks to me like you’re arcing the course you’ve got ils steering to(90 degrees off of the course). Is that correct? The Aspen is showing you actually flying 190 the OBS is set for 086 your courseline is set to 150. I just realized that you’re still on the ground in this picture.. if this is a “test set” then this may be what the test set is supposed to display. I’d recommend flying it, or if it is a test set- finding out what it’s supposed to show.
  10. The only antenna on the aircraft is an old antenna in the nose wheel well. All our transmissions are generated through artificially created waveforms and broadcast through an emulator. I’m willing to bet we could make an ADS-B out signal, but the GPS isn’t WAAS (despite being far more accurate than a waas GPS), and it would cost money I’m pretty sure the program doesn’t have to spend on things that don’t directly increase the jet’s combat capability. I would certainly like the “in” for weather, though. We already see the traffic picture through our datalink and sensors. to sum it up- yeah- I don’t think it would be difficult to do- and could probably be achieved with a software modification alone. I just don’t think the program office wants to pay for it.
  11. If you are within 60 degrees of either side of their nose, their radar can pick you up, other wise they may have you on their datalink, which is typically tied into the approach radars in the area. Finally, they have the mark one, mod 0 eyeball.
  12. Neither the F-15 or F-35 communities (in AETC anyway) have adopted electronic flight books (yet). Getting them certified to go in our vaults/cockpits has been an issue, that I do know.
  13. Stuff like that happens more often than not. Airliners tend to hate flying over MOAs because their TCAS systems can be set off by fighters maneuvering 15,000’ below them as they are fighting in the vertical if they leave their mode 3/C on... even though the fighter jet is in a vertical turn, the tcas doesn’t see that, just the trend upwards in climb rate, and predicts collisions/gives alerts.
  14. It’s surprising how little of a disturbance in the skin of an aircraft can create a huge radar return. I do agree that ADS-B out on our fighters might be a safety enhancement for GA- but it could also be a safety detractor (at least in MOA’s)- as the fighters tend to navigate at 300-350kts, and can have huge rates of ascent and descent (in excess of 30,000fpm). Which may cause other ADS-B receivers to alter their courses erroneously based on stale data. there are certainly cases where ADSB our for a fighter would be very helpful to vfr traffic, though- the tragic midair between the vfr cessna and the F-16 on an ifr approach in South Carolina comes to mind. I would personally LOVE to have ADS-B In in the F-35, for the weather. But again- I’d rather not have that if it mean increasing my radar crosssection.
  15. The whole Air Force is going to an electronic flight bag. I think the major reason being that it’s more expensive to print and send charts every month for the NGA than to just send out wireless updates. we used iPads for some of our tactical maps on my last cruise in 2011 (when I was flying the F-18) but not for the navigation charts. I’ve seen paperwork and message traffic about fighter pilots getting iPads for navigation charts for a few years now, but have yet to receive/use one. I think the hold up for us has to do with the classification of the systems and USAF procedure (we aren’t supposed to fly with personal electronic devices in either of the USAF Jets I’ve flown). That said, I have seen the heavy pilots walking around with them. I don’t know if they are personal devices or USAF provided though.