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About cbarry

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  • Birthday 07/11/1972

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    Wichita Falls TX
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    Investing, Rotary, Christ Academy, Agriculture...
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  1. Yeah, after I posted, I noticed the weld and that it’s simply a “sway brace” type of strengthener. Thanks.
  2. What’s the condition of the upright frame post in the third picture? It appears there’s a crack. Hopefully, it’s just an optical illusion.
  3. Knowing you were not going to be on a stabilized approach (in and out of IMC), after receiving the ATC instruction (mistakenly or not), please remember this was a classic time to use the word unable. You most likely would have then received a “fly heading...maintain...until established” instruction...or simply “fly heading...” and been vectored for another approach—both giving more time to fly the approach as published.
  4. If you remove the front wheels of a basic floor jack, you’ll now have enough clearance between the front axle and the copilot side of the nose tire to be able to have an adequate jack point. Most floor jacks have a notched lifting surface that helps provide a saddle for the axle. Chock the mains front and back to help reduce any torsional movement. This is the method I’ve used.
  5. My reaction would be to first go mentally to the worst case scenario—damage done and then having to sort the whole thing out. Once I determined no damage was done, then I’d simply get clarification on how I should expect ramp parking to be and then ask where I may park to be mostly out of everyone’s way. Without designated parking assignments, this scenario would bother me more than watching a newbie lineman wandering aimlessly around in Jet A fuel truck looking for a plane to fill!
  6. In a day and age where buyers want capability regardless of actually ever using it to the maximum, transporting vehicles, of any type, without the ability to do everything for the family (or traveling couples) are seen as archaic and out of touch with buyer demands. For example, the latest Cirrus has seatbelts for five, ergonomics that equal a small crossover suv, , avionics that will dazzle all the way from a toddler to Grandpa, adequate speed to sort of brag about to your buddies and a chute to break your fall if you screw up—because let’s face it our wife has seen us screw up. The Mooney, of any vintage, is a pilot’s chariot. It’s all about feel, speed and efficiency. Although these traits are tangible, they are hard to buy into when most of the non flying public spend their days slogging around on the ground stuck in traffic in minivans and suvs. It’s simply hard to imagine it as a reality for non pilots. Cirrus has captured the imagination of how family air travel should be. On the other hand, Mooney is the art of flying. It’s not explainable until you experience it and selling richness in experience is trumped by utility in almost every aspect of people’s lives on a daily basis. In my opinion that’s the difference.
  7. Regarding the berm impact incident: as the report indicates: the pilot was delayed in recognizing....I thought one of the basic procedures in short field takeoffs is to confirm the engine is making full power prior to releasing the brakes? IMO, the Nall report’s findings of allocating fault over several categories (pilot, mechanical, weather... ) is simply a polite way of alerting us to the main culprit without saying we’re all idiots! Until my anthropomorphic Mooney opens the hangar, cranks itself up and goes for a joy flight all by itself, it’s ALL on the pilot to be responsible for safe flight.
  8. I agree. I had no intention of not recognizing his rank. My task was simply to point out his statement to fellow military pilot was most likely associated with the bird he was strapping on and the level of expertise they jointly hold.
  9. I think Mr. Yeager is hinting that: in this airplane, that thrust lever in your left hand is what keeps your AOA in good shape!
  10. IMO, the downwind-to-base turn inside of you by the Cirrus pilot was a reportable infraction. The first near miss on downwind may have been incidental to him having his head up his axx. Based on his following actions, one could argue it was not simply incidental but deliberate. I would rather see a few pilots’ privileges suspended or revoked than bad behavior continuing to endanger those (like yourself) trying to exercise safety. Confrontation is never enjoyable, but neither is burying someone a family cares about.
  11. In a situation like this, staying wide when you enter the 45 to down wind helps give a wider view of the pattern until traffic is either picked up and no longer a conflict—safety should trump our desire to enter a standard traffic pattern when non-standard flying is going on in the pattern. “Sharing the air” is unfortunately foreign to a lot of folks. Glad everyone made down safely! Not a CFI, just another pilot with similar experiences.
  12. Tom, great service you’re doing and doing it at some awesome ground speeds!
  13. Does it seem to make a difference depending on cowl flap settings? If the reading is higher when the cowl flaps are closed, you still could have an exhaust leak (bad gasket, misfitted tailpipe joint, hairline crack...) that is registering more and that is seeping through into the cockpit simply due to the build up in pressure under the cowling and the “leaked exhaust gases” not exiting like they would with the cowl flaps fully open. Just a thought.
  14. You may have a little “dry rot” with the neoprene style hoses that come off of the instrument filter and run to the suction gauge etc. that could cause a low gauge reading as well.
  15. As I’m reading the various posts, a question comes to mind: Is it possible for a pilot to damage the nose gear trusses simply by hard braking when turning or is there not enough leverage to do so? I’m not questioning the origin of the damage of the OP’s aircraft, just posing the question.