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epsalant

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Everything posted by epsalant

  1. Sorry that should be was directional control an issue? Sent from my Pixel 3 XL using Tapatalk
  2. Did you have any elevator control? How hard was the landing? Was directional controling issue? Nice job!!! Sent from my Pixel 3 XL using Tapatalk
  3. True. I was speaking loosely. 50 is OSHA limit for 8 hour exposure. A minute or two at 80, I would think is VERY unlikely to cause any symptoms. So if it was from the direction wind was blowing during run-up, not a problem. If it doesn't go right back to low levels, then there's a problem. If it happens again, there's a problem. CO is not something to be messed with. I am NOT minimizing its importance. It CAN be deadly. I'm just saying one TRANSIENT reading of 80 is not necessarily an indication of a huge problem. Definitely needs to be monitored. If it returns to 0 and doesn't happen next run-up, it MAY have been wind blowing in exhaust. Definitely needs to be monitored closely. https://www.osha.gov/OshDoc/data_General_Facts/carbonmonoxide-factsheet.pdf What are the OSHA standards for CO exposure? The OSHA PEL for CO is 50 parts per million (ppm). OSHA standards prohibit worker exposure to more than 50 parts of CO gas per million parts of air averaged during an 8-hour time period. The 8-hour PEL for CO in maritime operations is also 50 ppm. Maritime workers, however, must be removed from exposure if the CO concentration in the atmosphere exceeds 100 ppm. The peak CO level for employees engaged in Ro-Ro operations (roll-on roll-off operations during cargo loading and unloading) is 200 ppm. https://www.kidde.com/home-safety/en/us/support/help-center/browse-articles/articles/what_are_the_carbon_monoxide_levels_that_will_sound_the_alarm_.html Carbon Monoxide Levels and Their Symptoms IMPORTANT: If your carbon monoxide alarm sounds, or you suspect you are experiencing symptoms of carbon monoxide poisoning, you should immediately leave your home and call 9-1-1. 50 PPM None for healthy adults. According to the Occupational Safety & Health Administration (OSHA), this is the maximum allowable concentration for continuous exposure for healthy adults in any eight-hour period. 200 PPM Slight headache, fatigue, dizziness, and nausea after two to three hours. 400 PPM Frontal headaches with one to two hours. Life threatening after three hours. 800 PPM Dizziness, nausea, and convulsions within 45 minutes. Unconsciousness within two hours. Death within two to three hours. 1,600 PPM Headache, dizziness and nausea within 20 minutes. Death within one hour. NOTE: For more information about your specific alarm, refer to your user’s manual.
  4. 80 is not a worrisome reading in and by itself. If it's never been 80 before and now is 80 I would be concerned. But like others have said it could be wind direction etc. I would not hesitate to fly with this but monitor carefully while flying. I believe OSHA allows workers to work in an environment of 80ppm for 40 hours a week. So the number 80 is not what concerns me per se, it's that it has never been that high before... Sent from my Pixel 3 XL using Tapatalk
  5. On the ground I can see the cowl flaps work just fine, so I think the motor is fine. When the flaps go up and down on the ground the indicator doesn't move, so I'm pretty sure it's an indicator problem.
  6. Yes. I'll have to look carefully at diagram... Sent from my Pixel 3 XL using Tapatalk
  7. Which flap, Left or right, is it connected to? is this something I'll be able to see just looking through the bottom of the cowl? Sent from my Pixel 3 XL using Tapatalk
  8. I noticed after annual that the cowl flap on my 1989 M20J is not working well. The cowl flaps themselves go all the way up and all the way down, but the indicator goes from all the way closed only to partially open. The picture below shows how indicator shows the black indicator on "cruise" when, in fact, cowl flaps are all the way open. How does the indicator work ? Is it a cable or what ? Any ideas what might be wrong.
  9. When I was trying to buy a plane, I was very shocked that I would call up some brokers and never have them even answer my call. I was shocked that someone making a huge commission would be so lazy and not serving his customer. So I bought my first plane through an individual and sold that plane myself I bought a new one again not going through broker.... I'm not saying all brokers are like that. I'm just saying if you get a broker they do get a hefty commission so make sure they're going to work for you and earn it. Sent from my Pixel 3 XL using Tapatalk
  10. Gotcha! Thanks. And maybe it's that mirror that slows Bonanzas down, maybe that's why they're slower than Mooney's! Sent from my Pixel 3 XL using Tapatalk
  11. The Bonanza has mirrors with which you can see the gear down. Does anyone know if there is such a thing for the Mooney? Sent from my Pixel 3 XL using Tapatalk
  12. After these mirrors available for the M20J ? STC ? What planes come with them? Sent from my Pixel 3 XL using Tapatalk
  13. Not a formation flyer... Can you explain your maneuver to educate everybody? Sent from my Pixel 3 XL using Tapatalk
  14. Wow! And it might keep air filter cleaner! Sent from my Pixel 3 XL using Tapatalk
  15. Does anyone have a sense of the following? 1) What percent of gear-up landings are pilot error? 2) in the gear up landings that are pilot error, in what percent is the gear alarm ignored? I think we should be able to eliminate a significant percentage of the gear up landings in which the alarm is sounding. If this (Gear-Up Alarm Sounding--GUAS) is the case with most gear ups, and I don't know that it is, then maybe we can do something to reduce insurance rates... Sent from my Pixel 3 XL using Tapatalk
  16. "Sure, it is no problem to take our GA planes into major airports. Well, it is expensive and you want a geo-referenced taxi chart on your iPad, but no problem. " It's free if you're on an Angel Flight! Sent from my Pixel 3 XL using Tapatalk
  17. Exactly. Getting back to the main topic, how do we prevent gear-ups from happening? When I flew into a busy bravo (KBOS) in my M20J I what is given vectors to what I thought was upwind. I was pretty high and pretty fast when the controller cleared me straight to the numbers. Following the clearance he requested I maintain 165 knots for a big jet behind me. The runway was something like 10,000 ft long so it seemed doable. I replied "Rodger.". The correct answer, which I realized after landing, was "Unable." I landed just fine and was thanked by the tower. Again, thinking about it later, I realize this was the wrong thing to do. I can't think of a better setup for a gear-up landing. So the question remains, how can we prevent gear up landings? Sent from my Pixel 3 XL using Tapatalk
  18. I'm curious, in the pattern how many accidents have people heard of from forgetting GMPS-almost all I have heard of are from U (UNDERCARRIAGE). Although, to be fair, the accidents generally do not lead to injury just financial insult.... Sent from my Pixel 3 XL using Tapatalk
  19. Anyone know of a (pilot error, not mechanical) gear up with a bitchin' Betty? Sent from my Pixel 3 XL using Tapatalk
  20. I think, at least for me, the problem is when things don't go as planned. Tower asks you to make a 20 mile straight-in landing, or they give you all sorts of crazy vectors and make you do a 360 for traffic, or something else goes and miss which messes up your normal routine. I know flying into some sleepy airport only to find five airplanes in the pattern of which I only see one increases the stress level and I could imagine forgeting putting the gear down in such a situation. An approach and crappy weather I could also imagine forgetting to put the cure down, especially on some approach that doesn't have a final approach fix (e.g. N51 VOR4 )... Any situation which is not standard. I had a friend almost forgot to put his gear down when both he and the CFI were practicing power off landing with simulated engine failure. It's fairly easy to put the gear down on a CAVU day in the pattern while practicing landings. it's a lot harder while on an approach, looking for traffic, worrying about your increasing oil temperature, your battery which is showing low voltage...etc. Every gear up seems to have its own story. I know of someone who's airplane would not start. They got a jump start and made a routine flight in the pattern. They were so focused on determining whether or not the alternator was working, they ignored the gear warning alarm and landed on the belly! I guess a b****in' Betty or something equivalent would do the trick here...IF the pilot listened to it. Sent from my Pixel 3 XL using Tapatalk
  21. Thank you for sharing with us. We all learned. Sent from my Pixel 3 XL using Tapatalk
  22. Hmmm...I think it's good practice to be prepared to go-around EVERY landing until on the runway and at a slow speed. Heck, I practice go-arounds! Controller gave you a chance to do it for real at a comfortable altitude. I have had to do several go-arounds for real. Land at any non-towered airport in Jersey (and a lot of other places, I'm sure, even towered airports) and you'd better be prepared for a deer to dart in front of you. I mean no disrespect, but if you aren't comfortable with the maneuver, you should probably practice with a CFI. The controller apologized. Who amongst us hasn't done something boneheaded. I have joined a pattern, spotted traffic, gotten pissed off at the guy in the Bonanza--isn't it always a Bonanza--he didn't make a single call...oops, I'm on the wrong frequency [emoji3]...and apologized to everybody in the pattern. I felt horrible. The only response I got was "No worries!". Nothing more was necessary. Go-arounds are a normal maneuver. Even if controller screwed up, he wasn't asking you to do anything dangerous. It'll cost you a gallon or two if fuel, no more. Sent from my Pixel 3 XL using Tapatalk
  23. It's really not that hard to go VFR. Where are you based. I'd be happy to fly with you... I have flown there several times including the College Park. (I have my security clearance). I've gone VFR and IFR. While it is somewhat easier to go IFR you may not want to do that in the winter. It really is no big deal to go VFR. I have always found the controllers very helpful and never had a problem getting flight following continued once clear of the TFR. Sent from my Pixel 3 XL using Tapatalk
  24. Please don't misunderstand me. I was just trying to say that you need to work with someone in the airplane itself. Reading about it is great, but you do need some real world experience in the actual plane. Sorry if I wasn't clear. Bunch of great guys here with oodles of knowledge and great flying skills !!!
  25. Yes, a lot of trim !!! That's why you need to take lessons from a CFI and not just from armchair pilots on Mooneyspace !!! Sent from my Pixel 2 using Tapatalk
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