kortopates

Mike and Dan have it exactly right - to log PIC there must be an agreement between the two pilots who is acting as PIC, i.e., who's Captain – or the final authority before the flight begins. The Yodice’s, aviation attorney’s working with AOPA, have written and spoken much on this topic emphasizing the need to have an agreement up front in order to legally log PIC before starting the flight. Without that agreement it’s assumed that the safety pilot is not acting as PIC and therefore can only log SIC. In the specific example listed by the OP here, the logable time clearly was only SIC time since the owner was the Captain of the flight – the one making decisions and who had final authority if the two pilots didn’t necessarily agree. I could not quickly find a good reference from the Kathy or John Yodice but came across this from AOPA that summarizes it very well: Safety Pilot A safety pilot is required by FAR 91.109( when the other pilot is "under the hood." The safety pilot requirements: · Must be at least a private pilot. (FAR 91.109[1]) · Must hold the category and class ratings (airplane, single-engine land) for the aircraft flown. (FAR 91.109[1]) · As a required flight crewmember, the safety pilot must have a current medical certificate. (FAR 61.3[c]) · Must occupy the other control seat (normally, although not required, the right or "copilot's" seat). (FAR 91.109[1]) Safety pilot logging: · Pilot-in-command time may be logged if acting as PIC. o The two pilots must agree that the safety pilot is the acting PIC. o PIC time may be logged only while the other pilot is "under-the-hood." o PIC time may be logged because FAR 61.51(e)(1)(iii) allows certificated pilots to log PIC when acting as PIC of an aircraft on which more than one pilot is required by the regulations (91.109) under which the flight is conducted. A safety pilot is required for "hood work." · Second-in-command time may be logged if not acting as PIC. o Usually the case if the safety pilot cannot act as PIC. An example might be when the safety pilot is not endorsed for the particular airplane (such as in a high-performance aircraft). o SIC time may be logged because FAR 61.51(f)(2) allows a pilot to log all flight time during which he acts as second in command of an aircraft under which more than one pilot is required by the regulations (91.109) under which the flight is conducted.

I don't believe Medical coverage is intended to replace your personal Health/Medical coverage but to pay for medical expenses you might incur for immediate medical treatment at the time of an accident - including things that may not be covered by normal health insurance like the ambulance ride to the hospital. Surely you don't fly without everyday health insurance.

Gina and I flew to Big Bend for New Years week. We usually ski then, but the snow was atrocious, so we opted to fly to Big Bend to mountain bike and see the national park. Since it was our first trip there, we really wanted a rental car. The closest airport with rental cars was Alpine – about 100 miles north. So we folded the rear seat down in the Mooney and put our two 29” mountain bikes into the rear of the plane, much like someone on the folding bikes thread described using BBQ bags. Yet Gina found some perfectly sized light “storage” bags with zippers that the bike frames would fit into (with wheels and seats removed) and some light xmas reef bags that the wheels fit into. We used bubble wrap for padding. I was sure the bubble wrap would start popping by the time we climbed up to 17-18K – but never a single pop. I would definitely recommend the rental car approach for a first time visit. There is no other way to see the main sights and there is so much to see in the National Park as well as the scenic drive west of the State park that is described as “one of the most scenic highways in America” as it winds along the Rio Grande/Bravo. (Very scenic - but I wouldn't go that far) If mountain biking is something that interest you, the Lajitas Resort (http://www.lajitasgolfresort.com/) has a very impressive MTB trail system of many miles of excellent single track surrounding the airport. Their trail system covers all abilities. It is so well manicured that you’ll feel like you’re riding in Disneyland! Across the other side of the hiway is the State Park that also has many excellent riding trails. All these trails are currently well maintained by the local bicyclist and shop in town. We only briefly considered flying into the resort since it offers a nice paved runway, but we dropped that due to the $200+ a night lodging and lack of rental cars. However, if we ever go back just to MTB I’d be more interested in staying there since we’d forgo the car and be at the center of the good biking. We also checked out the dirt strip at the Terlingua Ranch – but way too rough for a Mooney. WRT to accommodations I share Byron’s taste myself and put my nose up at anything without w-fi J Capt Gina though would entirely agree with you and continually gives me a hard time. (Although I’ve been known to spend many nights “camping” on Yosemite walls while rock climbing there when I was younger – so I am no stranger to the outdoors.) You also might consider Chisos Mountain Lodge while touring the park. You also have many choices of very affordable places in Terlingua while touring outside of the park. Our favorite place for dinner was the Starlight Theatre in the Terlingua Ghost Town. Have fun!

I assume your "After shut down self test" is with the engine running (or Stanby vacuum on) with attritude indicator showing erect and correctly and the electric trim on? Can't tell you about your specific trim switch parts, but if you need A/P or Servo service I'd recommend an A/P specialist with a good reputation such as AutoPilots Central in Tulsa OK http://autopilotcentral.com/

I've been a Stormscope and satellite weather user ever since Satellite wx has been available. I've found it so helpful I wouldn't want to fly a long x-ctry's with possible weather without it. I also still love my spherics device for the additional advantages and capabilities it provides over and above satellite wx. First of all, the lightning strikes that XM provides are almost worthless because they only show air-to-ground strikes characteristic of a mature t-cell. By the time ground strikes appear, you should also see precipt on the nexrad. My WX-500 is modern spheric sensor that is connected to MFD GMX200 (& GNS430's) - so its displaying strikes on my primary map display along with my satellite wx for improved situational awareness. But its real advantages are three fold. Firstly it's real time as opposed to your satellite wx and secondly shows cloud-to-cloud strikes which begin to occur as the t-cell is building and well before you'll see any signs of precipt. Thirdly spherics devices in strike mode can also indicate a false positive from very strong turbulence in building cu. Although a false positive, its still pointing to a condition very worth avoiding. Fourthly, its all I have when flying out of range of satellite nexrad which is always the case when I am enjoying my Mooney on an international adventure. Although Canada is an exception, Nexrad is still very limited; especially in western Canada and non-existent in Mexico, Bahamas’ and Caribbean. So I would never toss mine out and as mentioned it doesn’t take up any extra panel space either. I am doubtful I’ll be giving up XM for ADS-B weather anytime soon just because XM provides so many more useful products – plus I am hooked on having XM radio for those x-ctry’s too.

Mitch, I assume Maggie's big brother 1MJ has a matching red dust cover too?!?!

I didn't read the Flying mag article but did read the NTSB report. Its hard to imagine a more obvious example of anti-authority/arrogance based on the statemenets made by the pilot's wife's and other reported details. But there is Last night I attended the latest AOPA Air Safety Institute seminar that came to my local neigborhood. Their most classic example of anti-authority from 2009 that they discussed was documented in this report: http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20090131X25145&key=1 The differences being the Seneca pilot took off in VMC heading for an area of widespread IMC while being 300+ lbs over weight and 3.4" beyond the aft CG limit and without a wx breifing - after witnesses advised him to re-do his weight and balance calculations and get a wx briefing. Result: 6 fatalities. Just seems criminal when it involves innocent passengers.

I looked again and my IPC does not list the 3M Caulk. Yours is 6 yrs younger so perhaps something they added. Don't think you go wrong with some ordinary caulk.

Quote: Parker_Woodruff Yep, but then got a squawk code about 5 minutes after leaving LAL today

Did you reset your transponder back to VFR before the second flight?

Interesting your manual calls for Caulk, mine just specifies the RTV (in IPC) which is what was there previously and what I used to mount the lens to the aluminium wing tip and cover. But I kept it off the socket and wires so as not to glue them to the cover.

My K model IPC calls out RTV102 which is a silicone rubber ahesive sealant. These days there are better non-corrosive silicone sealants for electrical apps such as RTV3145 available from Spruce http://www.aircraftspruce.com/catalog/cmpages/dowCorningRTV3145.php but pricey and probably overkill for this. The 28V K model uses H35W28V bulb (Halogen 35 watt 28volt) and TP39 socket but your IPC will show the correct Whelen part #'s. Be careful, although the bulbs are available from Whelen, the TP39 sockets the leads fit into are not and are real hard to find. However, its sounds like your issue is more likely wiring if there is no voltage at the sockets.

Congrat's Parker, its good to see your Encore conversion completed!!!!!!!!!!

I hadn't noticed one being better or more interesting than the other - just different content. I've been subscribing to both for 20+ years and enjoy both. Just another opinion. They're a great way to learn about the system and the finer points about procedures.

I agree with Mitch entirely as another very satisified customer of Aero Accessories. Note Mitch said "that is no longer true" as you are both actually saying the same thing because the throw away 4000 series are no longer used. Slicks are entirely rebuildable - but is it affordable to do so? I can tell you as an A&P just working on my own plane, its not affordable for me to replace all the parts that Aero Accessories does at the retail prices that I would pay individually at Spruce, but Aero Accessories that specializes in this work is obviously getting much better prices than I can and can do the 500 hr inspection per Unison L-1363D for a fee that this less than the parts cost would be for me. With proper 100/500 hr maintenance the Slick will last the engine. Overhaul is required when you overhaul your engine and then a new set is probably your best bet and therein the Bendix mags are more overhaulable while the Slick are more afforable to replace with kit prices that include the 2 new mags, wires and set of plugs. Mike Bush tries to make the point in his magneto webinar, that using a good Magneto shop to do your magneto inspections/repairs provide much greater value than doing field repairs by your MSC or A&P where you'll end up paying about the equiavlent cost of a good 500 hr inspection by a Mag shop to have your MSC or A&P to field repair your mags replacing only a couple parts. Aero Accessories provides their full service in 24 hours of shop time, so its not a big time expense either.

Minimal if anything - especially If you have a relationship with the shop. Its only a couple minutes.

Yes, updating of the database cards is specifically allowed as owner maintenace and must be logged by the owner/pilot. But entering setup mode of the GNS430 to alter its configuration/installation parameters goes well beyond that. The issue Mike is having though is a one time configuration change as Mike apparently never had Terrain setup on his unit and thus future terrain card updates will be as easy as navadata card updates.

Very little of what they offer is on their website. You'll have to call: (800) 954-5619 or email them: Parts-Mods@lasar.com. I've had mine for a many years.

+1

Shocking to see so much banter about replacing the clock to poetntially solve replacing a bulb. Most/many clocks use their own batteries for the clock, (hence why they work all the time with out ship power), and are wired to the electrical system for lighting. Find out your clock model and search the manufacturer website (or current manufacturer/owner) for an installation drawing of the clock that will tell you if is lighted and the bulb used if so. Not all are lighted or have the option installed. Then with the proper data, you can troubleshoot the problem and find a new bulb if necessary. You shouldn't need to replace the clock unless you really want too.

Enter setup mode and Select the MAIN SYSTEM CONFIG page, Scroll though the CONFIGURE option to select "Terrain". The "Terrain Type" option should appear below, change the value from "NONE" to "TERRAIN", then highlight the TEST CARD option below and press the ENT Key. Your good if you get a PASS, a FAIL condition indicates the card is unusable. This is not owner/pilot approved maintenance.

I bought my last recognition light for $80 (see www.airsuppliers.com). True that the heat they generate will melt your lens tips if left on while taxining around. Buts its not a problem if you turn them on when cleared for takeoff (LIGHTS, camera, action!) and then turn them off when you land following your clear of the runway checklist. The real cats meow solution is to get a flasher for your recognition lights, available from LASAR. The small flasher unit is wired in to the the rocker switch behind the panel (taking minutes) and is enabled when you turn them on and then off for one second. You retain always "on" mode by just leaving the switch in "On" mode - although I only use flash mode. Flash mode solves the heat issue, substanially improves visibility (IMO) and saves bulb life. My recognition lights are always on in flash mode, day or night, and last for about 1000 hrs on average. BTW, all of us with 28V systems use a 12V recognition light that has a resistor in series with the light.

The accident you refer too ocurred at Dugosh, but I can't recall his name either. Think it ocurred around 2003 or 2004 and that he suffered permanent brain damage - but I hate to second guess as this was quite some time ago. Suggest you post an inquiry on the mapalist or give Ronnie a call at Dugosh.

The NTSB preliminary report gives very little to go on. The witness they quote tells us the final outcome appeared to be stall/spin about 2/3's of mile from the runway after getting very low and slow. Additionally, there were other witnesses quoted by the press in the parking lot of the complex of the accident site that thought the plane lost power and thought the pilot of the plane was trying to set down on the racetrack till it hit a light tower yet the NTSB chose not to include this somewhat conflicting witness account in their preliminary report so we'll have to wait for the full report to hear what they piece together for the flights final moments. I personally disagree with the notion that the Mooney needs a larger pattern, or that striving for a tighter pattern is what's leading to stall spin accidents in the pattern. This is simply not true IMO. Large vs tight is somewhat in the eye of the beholder. But to try and put a number on it, it shouldn't be a problem to fly a Mooney on the downwind within a mile of the runway. Stall/spin are most commonly the result of getting low and slow and then often made fatal by uncoordinated turns or excessive bank for the airspeed in the base to final turn. Its the excessively larger pattern, often from being too far behind the airplane, that leads to getting low in the first place and once low there is a tendency to bleed off airspeed from reducing descent rate and increasing reluctance by the pilot to drop the nose as they're approaching a stall thinking they can fix it with power alone since they're already getting too low - which is too often fatal. A good pattern to strive for, IMO, begins as a continuous descent abeam the numbers and is able to make gradual power reductions or does not need a power increase to make the runway. It just doesn't need a excessively large pattern to do that, but it does require flying a standard pattern and nailing your target airspeeds and descent rate while being aware of the effect of the wind and compensating accordingly.

With the discussion on cool downs and material Byron posted from the Avweb George Braly articles I closely monitored my own temperatures on a couple of approaches this past weekend. I re-verified, as I recalled in my earlier post, that leaning the mixture will mainatin the TIT up there at 1400F easily enough although I found myself inching it in such that I was in 1200-1300 range by short final. However, I found as soon as I enrichened the mixture for landing at 200' agl, the TIT was down to the low 800's shortly thereafter as I rolled off the runway where upon it stayed as I taxied to my final destination. Thus my engine's cool down began just before I touched down, given my SOP to keep the engine warm for a potential missed till committed to the landing, and the 3-4 minute taxi time should provide plenty enough time for the turbo housing to stabilize at that temperature eliminating any cooling benefit from further idling time. The IFR approach profile is the worst case scenario for me, whereas during a VFR pattern landing I'll enrichen the mixture with a large MP reduction for landing (about a minute earlier from landing) and those that enrichen at the FAP with the large MP reduction should see temperatures just like Braly's graph that Byron posted. My only point in this is that the cool down doesn't necessarily begin with the MP pull but when the mixture enrichens. Secondly, anyone with an engine analyzer can collect their own data for their own specific techniques. Thanks to Byron for posting the Braly article and data.