John Pleisse

Talk to Dorn at Weber in Lancaster. They have done two J-mods where they eliminated the vacum pump and added a smaller back up alternator in it's place on the accessory case. This was for full glass upgrades, no peice meal stuff. The last dual alternator mod I saw was through the now defunct Mod Works.

I would get the the Pro EFD and only mess with it once (and hopefully for all). By the time you buy the pilot, later upgrade it and get interfaces for your AP-GPSS and turn your panel into a science fair project shuffling instruments twice, I personally think you'd be better served to just get the Pro and be done with it. You know it's where you will end up. Also, I just bought the 2000 system. They really need to be right in front of your face. Even so, I went back to the eye doctor and had my prescriptions changed.

There seems to be this notion that this was some poor, hapless soul whose mic button got stuck. An honest mechanical malfunction and the poor fellow got punk'ed. Says who? I don't care about his politics. He was in charge of a 737 not paying attention, making a 10 hour solo pilot mistake, stinking up a radio frequency needed for other aircraft. It's his flying, not his opinions.

Since he is so "unteachable" as many have said and will likely never evolve into anything better (such a cynical and typically false POV), what do the "deciders" think is an acceptable place for him in society? Bus driver, trash man? Perhaps he should just be euthanized? Airline Pilot? No. His own talk show on the Playboy Channel? Maybe webcast his points of view? Great career option.

N4352H-The stuck mike is a completely separate issue from the tirade. It would set a really interesting president... Convicting a pilot for a mechanical issue... Have you thought this through? I hope that your equipment is maintained to a higher standard then SWA's... I'd bet that in the absence of the tirade, you'd probably not even be mentioning it. Ross, if he dinged a landing, that's a mistake too. If he were busy talking about the weather and forgot to deploy slats...same thing. There were thousands of planes in the sky not doing what he did. He was careless with a big airplane full of people. Thank GOD it was only the mic button. Even our posts here on this website have consequences. He should have been canned.

AlexR- My beef is with 'advocacy groups' calling for him to be be fired for what he said and what he thinks. My beef is with 'advocacy groups' calling for him to be be fired for what he said and what he thinks. I agree...my bad.....................................TIRADE OVER "MOONEYSPACE"

Oh and another thing. He jammed that frequency for nearly a minute, putting everyone around him at risk. If there were damages, he'd be negligent.

Many states are "at will"...but a CBA transcends that with regards to termination. The termination guidelines are definitely codified, and as mentioned before, relate to safety or performance... And "Conduct"..... As far as the FCC violations mentioned...Without intent, it really has no teeth. Well of course it doesn't have teeth, but "cause" could be derived whether it is splitting hairs or not. Anyway, it doesn't matter. Apparently he kept his job. If he were my employee, he'd be gone on poor judgment and character alone. And never mind all this life and liberty crap....wasn't the guy supposed to be flying a plane full of passengers? Oh, that's right, it is the inalienable right of airline pilots to man-up when the autopilot is on....puh-leeze.

Skybrd-I think I will try Jetdriven suggestion of first turning on the boost pump when the mixture is fully back and do the normal hot start method. I think it will work but will probably try it first in front of my hanger, in case it doesn't work. I also have a Skytec starter and sure it helps with the increased friction of a hot engine. I also have a question: If you shut down the engine with full lean mixture settings, how can it be restarted with the mixture in the shut off position. Where does the fuel come from ?? It's in the bowel. If you push the mixture in prior to starting, you are releasing the hounds. Just crank until it catches and push your mixture. Typically, you still have a second or two. Also, I put that Skytec in...it really made a difference. I stopped ruining batteries instantly.

Rationalizing upgrades based on steady increasing valuation is no longer a valid method. Gone are the boom days of the 90's. Now one must consider true use and utility to realize the benifit of upgrading. Nobody ever seems to quantify utility and safety, just expendature vs. resale. Once reasonable, this is now misguided.

He is in violation of FCC Laws on the cursing alone. Nevermind the morally repugnant behavior and marring the image of his employer. They'll can him. SWA (and the whole industry) has too many good 737 people ready for a left seat job. Dropping F-Bombs from FL 230....real smooth.

Mike, I bought fancy glass everything and the one thing I kept was my DME. I like your logic. Allsmiles, I like your post about valuation. We all have different commitments and value systems. I would add that for many, an aircraft is a business expense, so purchases are deductable and make good financial sense. In most cases, spending personal family budget for upkeep and upgrades presents a different set of values that frankly, I respect.

Aerocomfort leather Brett. Makes the whole airplane look and feel nice.

There...better... Sorry Parker.

Not being sure you can get on top...IS limiting....been doing it for a long time. I always file for 11 or 12 then amend when I break out. If I can't get on top, I don't go. I am looking at it 201-FLYER....I am looking at it!!! Parker...love the new Avatar Image. Another difference with K's and J's. K's have a dropped and weighted elevators (CG coiunter weighting). The 201 elevators sit level.

Pro football and News/Talk Radio are the best applications. I think with the advent of the Aspen EFD, your old ADF might be of more value. Although, I turned off the procedure turn 45 degrees short on the NDB to my home base on the last 6 minutes of my intrument checkride. IA flawless checkride to that point. It alsmost cost me my ticket. I urge all friends to placard the instrument as INOP (operative or not) for their checkrides. Also, nobody mentioned them being a poor man's Strikefinder. They really do point to the WX.

erry-N5911QSenior Member Joined: Oct 19, 2009 Posts: 106 Location: San Rafael CA USA Re: 60 Bank Emergency Decents in IMCPosted Jun 22, 2011 9:24 PM I recall doing approximately this procedure in single-engine turboprop. The drill was power to zero thrust gear down speedbrakes out 60 degree bank accelerate to redline (top of green arc in a turbine) in a P210 with RR turbine, the descent rate reaches 6000 fpm. I remember the descent felt fully stabilized. Likewise in the TBM700 a similar procedure gives about that same (impressive) descent. In the M20C the low gear speed of 105 knots limits the descent rate greatly but the maneuver is stable, and in the M20C your cruise altitude is rarely so high that a 2000 fpm descent won't do the job. Jerry...this answers it. Completely.

Oh Brett sorry.... John if you have that article somewhere handy, I would like to read it. He goes through it on Avweb in a video and it is the cover story of this month's IFR that just arrived today. Thomas Haines did it a couple of months back in AOPA. He chronicled the manuever with a local and famous Bonanza instructor (also G-5 pilot), Adrian Eichorn.

Well..here's another thing. The manuever requires opposite rudder (imposing some load). Sure no load is imposed if you keep the thing pointed down, but I gotta think if you let up a little or if out of fear of the emergency one pulls or tugs the yoke...you gotta be begging for it. It would have to be instinctive.

Yeah, but Brett..you are a corporate pilot. Spacial disorientation is the biggest danger in IMC for amatuers, especially solo IMC. Sure you don't hold altitude creating load and Van West stipulated speeds of near Va. Is this standard practice with a big jet? If I get -2500fpm, level, dirty, no power. How much more would one get doing the spiral manuever? -4000fpm? Anybody done it? Is it smart for aviation authors who have time and accesss to recommend it to 50 hour a year laymen? Or is this just not that big of a deal? I am out for a new fuel pump this week ($1200 smackers), otherwise I'd grab a CFI and go try it vmc.

I have an IO-360A3B6. Factory new, I was off mineral oil, no leaks, full stabilization and clean oil analysis at exactly 50hrs .

Jeff Van West of IFR and Avweb and Thomas Haines from AOPA have both written recent articles about emergency decents in IMC. They both suggest a 60 degree banking spiral manuever, which strikes me as risky. They suggest this manuever (if practiced), is great to have in one's repetoire, but they don't provide exact yields in decent rates. I get -2500fpm, no power and dirty, wings level. In effect, you would be doing a controlled spiral decent. Does anyone practice this? I find it flirting with the one thing we all try to avoid. A spiral.

I have a zillion questions...I'll move over to the approriate venue. I appreciate you steering me Ross. I am one of those guys who hasn't read up on it, refused to listen to proponents and always points to poor service history on big bore Continental cylinders and valves (where the practice has been prescribed for years).

There are 5 threads for this and I don't want to hijack the RPM question, but if there are no procedures for it, these cyliders and valves go to tbo with out abuse and these engines sip gas. I don't get it. Why do it?

Can someone enlighten me? Are there published or perscribed LOP OPS by Lycoming for the IO 360 series engines?