robert7467

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robert7467 last won the day on May 24 2013

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About robert7467

  • Rank
    Won't Leave!
  • Birthday 11/16/1979

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  • Gender
    Male
  • Location
    Olive Branch, MS/ Memphis Metro
  • Interests
    Aviation, Camping, Animals and spending time with my wife and kids.
  • Model
    M20C

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  1. Tanks were fine when I sumped them, I then went back the next morning just in case I got contaminated fuel and everything checked out okay. I guess I will know more when he pulls that carb off. I am going to go out there to pull the cowling and get everything ready for him today.
  2. No, I never had a Merlin but I have around 2 hrs in one. It was twin turbo prop.
  3. Its the 4300 313 I believe. Now, it does not give rate of turn, but the literature says it's a direct replacement of a turn coordinator. I guess for rate of turn you will just have to do the math. On my old TC, I would only look at the ball anyways, so I am not missing it.
  4. On mine years ago I chased an oil leak to the back of the oil pan closest to firewall. The bolts were finger tight. I got a couple of those flexible extensions and torqued them right up. Oil leak resolved!
  5. Yes, I only have about 5 hrs in a from 2004, 2 hours in a Merlin and 2.5 in a Bonanza. Also I updated my profile.
  6. Yeah there is a little rust to be knocked off for sure. I was at a point to where I felt as comfortable flying the Mooney as driving a car. I feel like some of the rust went away during my last 2 flights, or I wouldn't have able to get the plane down. My Mooney is a very nice, well maintained plane. The sad part is, the mechanic at the shop told me on the last go around that they were trying to avoid "putting that $300" seal on that my engine called for (I guess new tolerances or something) and it put my life at risk. Now I am finally out of financial hot water and I can do what I love again. I think IFR is a good starting point. I get to learn a whole new set of procedures from scratch. I am going into a flight school environment where the instructors might not have a lot of time, but they have a syllabus and they drill down on procedures, then occasionally, I can supplement my lessons with that super pilot I was talking about.
  7. Thank you guys for all of the advice. I thought this might have turned into a bashing post, but I still wanted to throw it out there in case anyone else could learn from my experiences. On the first experience, all it took was 1 event to start a whole chain of events. The remaining events were beyond my control and I think I handled them well. However I learned a lot from those in idecidents such as such as planning for an engine failure at every phase of takeoff while I am still on the ground. I also learned not to fully trust instructors, no matter how good they look on paper. I see many high time pilots get complacent not doing a pre flight, not doing a post flight, not dipping or sumping their tanks or even getting a weather briefing. They just jump in the plane and go as if they were driving a car. Stay safe! I hope someone can get something off of this post. You never know when the little piece of information, that you learned somewhere, can save your life!
  8. Thank you guys for all of the advice and thoughts! Reading through these post definitely provokes thought which might help me prevent or manage the next disaster (knock on wood) and keep me out of the killing zone!
  9. My new instructor (he is not doing my IFR, just helping me with advanced techniques) also does aerobatics and glider. I am going to go on some aerobatic lessons. I am thinking some aerobatic time and some time in a glider will go a long way.
  10. When I get this carb issue resolved, I am going to do some high speed taxis to put some takeoff stress on the engine, get used to the plane again with a high time instructor and jump straight into IFR. Luckily I am starting fresh again so I can develop new, better habits. Surving the above situations, proves that I am competent in flying the aircraft itself, but I still have a lot to learn and a lot to think about. I was watching a video the other day where a group of flight instructors were taking turns flying a DC3. The instructor threw a curve ball on each flight by activating the gear up lights, even though the gear was down. Each time, the CFI would start focusing on the gear problem and lost altitude, heading, airspeed. Basically it takes 1 event to set off an entire chain, which boils down to aviating first. The same thing happened with the prop strike. First it was the Sandel going out, 2nd it was the ball busting on carb heat and when to lower the gear, then the distraction of power settings on approach. In a way, I think reflecting on that situation, prepared me for the rest of the situations. The lesson I learned was to aviate first above all else. When I did my recent BFR, I briefed the instructor on procedures on the ground and made sure we were both on the same page prior to departure.
  11. 2 years for panel upgrade, then the plane was in the shop for a prop strike, then 2018-2019 were bad years for me (almost went out of business) and didn't have funds for ADSB, also half of the avionics that were sold to me were inop it took additional time and money to get everything resolved. The guy who sold me this stuff had legal issues and is now on a 6 year leave of absence. Now she is compliant and I am doing better financially, so it's time to get back in the saddle and start working on my IFR.
  12. I have a a really good mechanic, it was this reputable engine shop that I had issues with. As far as that instructor goes, that was the first and last flight with him. When I did my BFR, I briefed procedures on the ground.
  13. I have the mid continent electric AI and added a turn coordinator to it.
  14. These flights occurred over the last 5 years (yes only 5 flights). The plane was down a considerable amount of time. Gear up: I was doing a biannual flight review after a 2 year avionics install. We were doing pattern work and my Sandel 3308 went out (a factor leading up). The instructor was busting my chops of when to drop the gear (I always dropped entering downwind, like I was taught). Then when the runway numbers are next to me, I pull the carb heat, like I was thought. He wanted carb heat pulled on short final. Then we were on final approach, and he kept leaning over my adjusting power settings for that perfect glide slope. Upon flare, I heard a buzzing noise and I pushed the power in and did a go around. I ended up knocking 1/4' off my prop. Lesson learned: brief the instructor on your habilitual, taught procedures prior to the flight, so there is no confusion in the air. Another factor was the Sandel going out. Several distractions led up to the incident, resulting in a gear up prop strike. Even though the instructor had several thousands of hours of flight time, it's still my life on the line. If I would have aviated first, this would have never happened. Even though the prop was in tolerance and we could have just dressed it, we decided to put it in one of the best engine shops around to preserve the resellibility of the plane. Then I picked it up from the engine shop: Did a high RPM runup and the engine guy told me to fly it a couple times around the patch and if all checks out, proceed to home base. I got up in the air and so much oil dumped on the windshield, it was like a solid sheet of ice. Since I couldn't see out the front window, my 3 options were, attempt to land first, then if unsuccessful, find a suitable place to ditch the airplane (water or trees). I ended up slipping the plane in for visibility out of the side window. Then did a no flap (lower angle of decent approach), and when I got low, I just kept popping the nose up like a fishing pole until she sat down. Luckily in the past, I was with an instructor when a landing light went out on final and we practiced that technique. A couple days later I recieved a call saying it was fixed. I showed up to the airport and was told to take it around the patch. The same exact thing happened. Then he tells me that he might have used the wrong prop seal. He puts the new seal in and I take it up, and there was a little oil misting, but it was so minor I figured it was likely residual from the last incidents. Got the plane to home base and she sat for a little bit more. Then annual comes around and I asked the mechanic to check the prop because I wanted to make sure the mist was not a leak. The shop that put my prop on did not match the prop with the dowels (might be wrong terminology), but let's just say the prop was not on right. There is a good chance if I would have flown it, something really really bad would have likely happened. Flight 4: Binannual flight review in a Bonanza by a very, very competent and excellent instructor. Flight 5: in my Mooney, engine failure on takeoff which is discussed in a different post. Mechanically we couldn't have done anything different. We dont skimp on maintenance and repairs. Overall the bird is in tip top shape. Now it's likely a carb issue due to gumming up from sitting, I will know more next week. I think the lessons that I have learned are: You can do a thorough runup, a high RPM runup, but once you put stress on the engine (flight), that's when all the gremlins come out. The high RPM runups did not put enough stress on the engine to indicate any problems. The oil leaks didn't even present themselves after a long standard runup followed up by a high RPM runup. When I was doing my BFR, I learned a lot that day. The instructor on every takeoff had me pull all the way back on the yoke until she lifts off. (Like a short field) This allows you to gain altitude quicker. He also started his turn at around 300'-400' when I was tought 1000'. If you think about it, if his fan quits at 1000' then the impossible turn is not so impossible anymore. Everyone has different ways of doing things and you might not agree with his way, but after evaluating what could have happened during my engine failure, it's all starting to make sense. Many pilots dont experience any of these in their lifetimes, much less the last 5 flights. I think the biggest thing I have learned, is to plan an engine failure on departure. Know what's on the other end of that runway, so if it happens, you can execute your plan immediately without hesitation. Sorry for the lengthy post, but I have been doing a lot of thinking lately. Breaking down each situation and the chain of events that led up to them. Robert