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About cbarry

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    Senior Member
  • Birthday 07/11/1972

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    Wichita Falls TX
  • Interests
    Investing, Rotary, Christ Academy, Agriculture...
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  1. Roger that! Nail them to the wall! Great pick on your TBM. That is one nice craft!
  2. I wonder what responsibility we have as owners/pilots to follow the POH where it states power tows are not recommended. Should we simply instruct the FBO upon egressing the airplane that power towing is not permitted by the POH, so we’re totaling willing to park wherever...just not where the plane needs to be moved later? It seems like most of us are unwilling to be emphatic, want to the nice and just gingerly point out the turning/towing limits to the lineman. I believe if we took the stance that power tows are not recommended and clearly announced this to the FBO, then we would a solid stance if they overruled us and towed it anyway and damage resulted.
  3. There’s several ways lifting the nose could have been done (pushing down on the tail, engine hoist, jacking the mains with a tail weight, placing the stool under the nose tire and then lowering mains and removing the tail weight. However, I’m still trying to determine what benefits there are to be had for maintenance to have the nose on a stool (maybe the thought is to help the oil,drain better?)?
  4. I can definitely relate to this topic. I recently inquired about purchasing and installing: G3x, backup G5 AI, GFC500, GTN750xi, and GTN650xi including remote trans and audio. The quote came back in the low $80,000 range. This included a fair amount for trade in value for my 530w and 430w units. When I asked for a generally itemized quote (knowing things can change while the work is being done) I was informed that the “quote engineer” (what I call him) does at least 20 quotes a day and if he had to produce a detailed quote every time, he wouldn’t get his work done. My first thought was, I wonder how many people fall for that line of bull? My second thought was, not me! $80,000+- for a 3/4ths panel upgrade is not really out of line. The laws of supply and demand though still work and those not willing to demonstrate how they’re spending our dollars eventually recognize eco 101.
  5. I initially thought I had the same issue as you with the gascolator. However, it was the fuel boost pump that was dripping. I also thought it could have a piece of contaminant between the fuel pump veins and the internal seal that might be the cause of the drip. I ended up replacing the pump assembly and solved the issue.
  6. I appreciate the effort you (OP) have taken to include the links to your sponsors, etc. It shows that you’re active in the aviation community and care about sharing information others may benefit from.
  7. I’m not sure if this instruction from the manual will help: “Tapping the CLEAR button extinguishes the alert for ten minutes whereas holding the CLEAR button turns the alarm off for the remainder of the flight.” This may or may not help with the fuel level being right at the triggering level and having it send another alarm due to the fuel movement....but it may be worth a try if you haven’t already.
  8. I’m curious if you still notice the same amount of “bow-leggedness” when it’s up on jacks and if you have any obvious slack In the gear or gear actuator tubing?
  9. I recently had reason to have the oil temp probe replaced due to wiring issues (chafing). I drive a 2001 Eagle 2 that has the Moritz gauge cluster. After the probe replacement, the oil temp gauge initiates and then settles with the needle at zero and the digital readout at 003 degrees. The new probe has been confirmed to be operative. The wiring has been checked for continuity. Also the gauge has been bench tested and confirmed to be operative. We (technician and I) are still trouble shooting. It appears to be either a grounding issue or like a fuse has been partially tripped/broken. Has anyone experienced this issue? Much Obliged to anyone who can shed light on this topic.
  10. A couple of items yet mentioned: 1) could there be an exhaust flange leak throwing heat over the probe? 2) have you confirmed adequate oiling of that cylinder (oil return line restricted causing poor oil flow thus causing reduced heat dissipation...)?
  11. I once heard an old man reply to a young whipper-snapper of a pilot who was inquiring about the price of avgas at our local FBO: “Young man that there is not your typical run-of-the-mill fuel. It’s like Kickapoo Joy Juice for your Mooney!” (Of course, we’re based at Kickapoo, Wichita Falls, TX)
  12. I’m in full agreement with the article posted. Where the problem may surface is the inconvenience of having to explain/defend the law while you and/plane/car are effectively held hostage under the “shelter in place” “order.” Simple acts such as getting fuel (because someone with a freshly inked name tag said they couldn’t activate the fuel pumps during this order...) could be an interesting ordeal.
  13. Here in North Texas, try this on for size: $.08/sq. ft/ month + taxes + usage fee. On a typical 50X50 hangar, that runs approximately $300/ month—ON A HANGAR YOU OWN. These are the ground rent and taxes... I asked them municipal bureaurats (spelled for the occasion) if all of this came with mineral interests!? We have one of the most out-of-sync hangar cost structures that I’ve seen. I guess as eco 101 says, the price is set at what a willing buying and seller settle on. I just don’t remember the bargain for exchange!
  14. A very wise instructor taught me that as the mains touch down, the aircraft’s nose is naturally going to want to settle/drop. As I understood it there are several principles at work, but the main one is: visualize as the mains they touch down, they act similar to a fulcrum with the heavy end (engine a prop) wanting to continue the decent. A second, is similar to when you apply a slowing motion (like brakes) in a car, the nose wants to dive. In this case, it’s not about decent rate, it’s about a connected mass wanting to continue a direction of least resistance ( in this case, stopping force , tires and brakes, versus chassis, engine transmission....). The similar force in a plane is the friction and slowing motion of touching down (even before you apply brakes). Please note, this gets aggravated if you’re landing with just a little pressure on the brakes. Also, it was pointed out to me, that most of our focus on landing is touching down the mains and often we almost automatically stop piloting and the result is a nose that’s left to simply fall. I am definitely not an engineer nor a cfi, but this made sense to me. So, I was taught to maintain back pressure (maybe add just a little) as the mains touchdown and then slowly relax the back pressure to lower the nose. This is, obviously, known information. It was the visuals the instructor laid out that helped a lot.