joegoersch

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About joegoersch

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  1. With proper planning you should not need the speed brakes. (Of course, ATC can screw ya. I'm assuming you determine your own descent). MAPA publishes numbers specific for each of the planes. For the J, 2300 rpm and 21 inches is what they say will give you a 500-ft per minute descent at 160kts. JPI engine analyzer does not show excessive cooling with these settings. Sent from my Pixel 2 using Tapatalk
  2. The POH (big surprise!) is not so clear on this! It really makes it seem in both the text and diagram that the heated air and vent air are mixed before delivered to the cabin Sent from my Pixel 2 using Tapatalk
  3. Man, that looks great ! Any idea how it compares to the other Sunspot 46, the 01-2230-4580 that is marketed as a landing light rather than mixed, taxi/landing optics. The newer one (link below) has a lot more lumens/voltage, but that's never the whole story... https://aeroleds.com/products/sunspot-46-4580/
  4. Anyone know anything about these ? Look like much brighter than a lot of stuff out there... https://www.rigidindustries.com/led-lighting/63322
  5. Great point ! I've always thought of the POH as the bible, but modern interpretation may be just as important ! You are 100% right, older POHs are often "lacking" at best.
  6. I'm reviewing Mooney emergencies procedures. During "Power Loss During Takeoff Roll" the fuel management involves "Fuel Selector--OFF". For engine fire-ground--"Mixture--IDLE CUTOFF. Fuel Selector--OFF" for Landing Emergency Power On--"Fuel Seletor--OFF. Mixture-IDLE CUTOFF". I understand (I think I understand, if not, help me out) that the mixture control is downstream from the fuel selector. Thus if you shut off the Fuel Selector first, there will be a little fuel in the line between the fuel selector and the mixture control in the fuel injector box which would get burned off until mixture put to idle shutoff. Any idea how much fuel would be in line between the fuel selector and mixture control ? Does the order in which you turn these off matter at all ? thanks
  7. Very sad. Anyone know what the weather was at the time of the accident ?
  8. Interesting I didn't know what countersink angle was. I looked it up. Thanks ! I read... The greater the angle, the greater the bearing surface and the less likely the screw is to pull through the sheet metal. So it makes sense for thin aluminum, a high angle. Thanks again !
  9. thanks, that's it. Too bad not allowed to buy it at Home Depot !!!
  10. I was cleaning plane today and noticed a bolt mission from one of the inspection panels mid-wing on the right. I have the parts catalog, but couldn't find it. It looks like about a half inch stainless machine bolt. Any ideas best place to get one ? Maybe I'll buy a few to have a spare ? Anything special about these bolts ? Thanks !
  11. I'm wondering what could be wrong. I have an '89 J. When I test my stall warning horn on the ground it seems to work (although once I had to jiggle it to get it to work, but now works consistently on the ground when I gently lift it with my pinkie. The stall warning used to buzz whenever I landed, but hasn't done so for several months. I figured I wasn't slow enough on my touchdowns. So yesterday I did some slow flight. With gear down an flaps up I got down to 51kt (~2300 lbs) and was stalling, but no stall warning horn. I believe the stall warning is supposed to sound between 5 and 10 kts above stall speed. It could be my ears (noise cancelling headset), but I don't think so. Would a defective sonalert act this way, i.e. working on ground during preflight (battery power) but not in flight (with alternator--slightly higher voltage) ? Is it possible that stall warning needs to be adjusted ? Cleaned ? How to differentiate between causes ? Any thoughts ? Where would you start to keep mechanic costs down ?
  12. kortopates has it right. From the Instrument Procedures Handbook Chapter 4 https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/instrument_procedures_handbook/media/Chapter_4.pdf Approach Chart Naming Conventions Individual FAA charts are identified on both the top and bottom of the page by their procedure name (based on the NAVAIDs required for the final approach), runway served, and airport location. The identifier for the airport is also listed immediately after the airport name. [Figure 4-4] However, it seems like the RUT chart is messed up and missing notes in note section saying DME required because it also says When radar or other equipment is required on portions of the procedure outside the final approach segment, including the missed approach, a note is charted in the notes box of the pilot briefing portion of the approach chart (for example, RADAR REQUIRED or DISTANCE MEASURING EQUIPMENT (DME) REQUIRED).
  13. Yes. But not flyable in an aircraft with VORs/ILS's and no DME nor GPS...
  14. I'm not so sure about that...do you know where it says this in the AIM ? How can you tell if the DME is just for the LOC approach or for both LOC and ILS? If that's the case, then why would the KECP ILS or LOC/DME RWY 16 mention DME required TWICE-in the notes and in the plan view ! There'd be no need if mentioning DME in the title covered it.
  15. If you want even more confusion look at ILS or LOC/DME Z RWY 19 at KRUT. There is NO note anywhere that DME is required. Nothing except name of the approach. http://aeronav.faa.gov/d-tpp/1702/00968ildz19.pdf#search=KRUT HOWEVER-impossible to fly the published missed (ILS or LOC) without DME. I don't know how you'd know this from the title, and a super confusing plate. It'd suck to go down to ILS minimums, go missed and realize you can't fly the published missed !!!