thinwing

Damn..there has been too many of these engine quit/180 turnback stall spin accidents of late...including an ultralight accident at my local model flying field...only thing to learn from others...nose down and fly it all the way to impact...

hey nice pics...its amazing what an experienced photog can do...

Very entertaining!!!!

Hi Jonathan...We will be ksac to kbzn during the same time period...regarding best airport..it all depends on what part of town you are visiting...You have many choices two of which involve exairforce runways 11000 ft or greater..you could probably land and takeoff 2 or three times if you wanted to.LHM...is too far out unless you are going to Roseville....Ksac is probably the most centrally located runway 2 is most active.Avoid ksmf as being mostly airliner traffic.Mather MHR is mostly aircargo but not that busy...Often overlooked is mcc (mcclellan)with I believe the cheapest selfserve..and Lyons gate runs really nice hotel in the old officers quarters.Contact norcal approach as you crest the sierra and start on down...for a smooth ride I like 12 or 13 k...same as clearing deer lodge pass into Butte.Your direct route basically takes you in to SAC on v392...start your descent around Blue Canyon and sinc you need to lose 10 k or so will come rocketing in like all the other east to west traffic.About folsom reservoir (that big mostly empty reservoir off your right wing just past Auburn CA )norcal will probably hold you at 2500 until your speed decays.Just continue direct to ksac (if that is most convenient)and figure runway 20 is the active..Norcal will switch you to tower after you have passed abeam mcclellan.Ksac is not far from either I5 or 99 south of sacramento...regards kpc

I made headset hangers consisting of 1x4 7071 aluminum strips with a 1/4 hole drilled at one end.Than cover bare aluminum with self stick fuzzy velcrow...bend a slight curve upwards in strip and loosen and remove screw holding visers...the strip is mounted under viser pivot and is free to rotate...headsets are know hanging from visor above glareshield and are safe and out of way....patent applied for,,,,this works awesome if I say so myself..k

I also vote the stormscope/xm data combination....I looked at your track and if tops were at 18k (for the most part)I would have asked for flight level 220 and than deviated as necessary around the higher cells.But I have known icing potential so no second guessing there...any way it all worked out...I remember last summer ,ifr to Cranbrook BC at 22k basically on top with cells arround me over a broken to scattered layer...an airliner was on approach so I get a hold that would have me holding in the middle of a monster cell visable 10 miles away.The same time I was setting up for the hold entry I was pleading with Vanvouver approach for a different plan....slowing down/holding at my present position/descend me to below 18 k and cancel ifr and the hold...anyway the airliner came to the rescue and announced he was visual and canceled his ifr which let approach clear me direct and avoid the hold...I do know that would have been a really unpleasant hold entry..k

Hey Tascher...I like where you moved the rudder trim switch (to acomidate airspeed indicator)under the g500..when I did my install in late 2009...they said it couldnt be done because it was a primary flight control or some such bs!!kpc

Its for real...that grass strip is smooth enough for model aircraft as there is a model flyin every year...even a nose heavy bravo would have no problems...

Thats been my experiece with 540 continental jugs...they just dont seem to go to TBO without valve work about 1000 hrs...Usually do to low compressions...this was also true of earlier 1970 s jugs and the agpilots /mechanic were saying they need to be run hard at 25 squared all the time to make tbo.Didnt understand why but got much better service life doing just that

After checking sparkplug resistance and plug wire continuity..its time to check magneto condition...check for arcing arround distributor towers...timing obviously...possible stuck valve that got freedup during comp check

I cannot think of anything within 500 nm of Houston...santa fe maybe...was therelast month and temps were in the high 70 low 80s...all the thunderstorms really helped to cool off

when you mean RR that 8hr estimate is if shop overhauls the dual magneto right??If it is for removal ,replacement and retiming....than I would suggust you find a shop that has done one before and can loosen required bolts,remove distributer cap and ship out to mag repair facilty without falling asleep in the middle of it for a 6 hour nap

Hey I noticed a straight in to Golden..makes sense due to terrain but skydiver outfit flying overgross 182 gets pushed out of shape when you do....

The photo of the crash site shows what appears to be undamaged propellor still attached to engine crankcase....engine is not running....what the witness/first responder heard was probably the instrument gyros running.The right turn to the east is in the wrong direction of recomended climb procedure for TVL that is clearly posted at FBO.That turn could have been uncommanded..I have flown completely arround the Tahoe basin in a sailplane several times ,always on hot days when the thermals are popping.That is what produces the squirrelly winds.Sailplane pilots out of Minden call it the "scenic tour"...leaving Tahoe late afternoon in the summer is not for the faint of heart!!

very sad...kTVL is very dangerous when high summer temps...also takeoff direction is critical ...hot airport ..always takeoff to the north towards the lake and turn toward golf course....if winds favor south takeoff toward rising terrain and airport hot,scrub the flight.Also if aircraft not at postive rate of climb out of ground effect 2/3 rds down runway,abort takeoff..lastly,non turbo a/c need to lean mixture on groundrun..

hey I can use this for a coffee table while I am waiting for Obama Care ..Ill take it!!

Not all owners can sale their own aircraft and even with a broker can be their own worst enemy ,I would look else where

area/cube rule....weight divided by height times oh my god factor equals less than width of door.

Sorry for delay..my assembly took 2 months...you are going to love the g500..sooner or later you will want to upgrade to synthetic vision....chart view not worth it but the little green ball you get with syn vis is a great ifr approach aid

Master relays are pretty generic parts but I would call an msc or note to Stacy at factory for part # and availbilty than a call to aircraft spruce or chief aircraft..I have a few relays hanging arround my hanger even...an of course your mechanics repair maybe completely airworthy..have you looked at it yet??

Maybe via pm dave ,my profiles for a fiki bravo are also very accurate usually within 5 min ..k

A friend of mine called saying he still had rooms availble .We have stayed there twice and Gene the house owner picked us up at appleton,makes great breakfasts,and drove us the mile or so to the airport...very reasonable...call Gene at 920 3130576....wish we were going this year but just too busy at work..kpc

Ps..I am currently trouble shooting why chts are all apparently reading 100 high on all 4 cylinders on my husky(0360)...we used a laser thermometer plus factory eci guage to show cyl temps not as high as our jpi indicates

I would suggust a bad probe or wrong type probe (k type subsituted for j type)especially since its a new installation...one test is to remove probe from #6 cyl and place in boiling water...power up and look for at least 200 f reading..another possibilty is xconnected probe ..highly unlikely coming out of Maxwells shop