cbarry

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About cbarry

  • Rank
    Senior Member
  • Birthday 07/11/1972

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  • Gender
    Male
  • Location
    Wichita Falls TX
  • Interests
    Investing, Rotary, Christ Academy, Agriculture...
  • Reg #
    N132MA
  • Model
    M20S

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  1. This is completely speculation on my part but I’ll share a part of a story of an occurrence I had departing off of KOJC a year or so ago. I had to abort a take off due to the engine surging to a point that I thought it best to not continue the take off. I had a mechanic on the field work on my plane (Eagle 2, IO-550) and he found that one of the mag’s composite gears had stripped about 10-12 teeth. What was interesting is that the mechanic shared with me that less than 6 months prior a Cirrus (similar IO-550) had shelled about the same number of mag gear teeth and had to abort as well. Here’s the speculative question: Is it possible to either rotate or counter rotate a prop by hand (maybe to move the prop to a position in order to connect a tow bar...) so as to damage gears in a mag? I realize it’s way too early to draw any conclusion on a cause of today’s accident, but my question deals with trying to determine the mechanical fragility, if any, that we all need to be on the look out for. This unfortunate accident today, due to being near KOJC, reminded me to pose this question.
  2. Glad you made it to a safe landing! Check the simple items first. It could be as simple as a panel spacer (that’s supposed to have a panel screw going through it to hold it in place but was sandwiched instead) dropped out of its place and onto the top of the circuit breaker—I know this sounds too simple, but I’ve had it happen twice. Of course, just shortly after the second occurrence is when a changed avionics shops!
  3. I believe the terrain database also includes obstacles as well. With the occasional new tower popping up here and there, it’s wise to have something onboard that has updated information on obstacles that just happens to have an update on terrain included.
  4. Great Video! I’m always impressed with people, like yourself, that simply set their mind to a goal and then another, then another...You’ll probably never know just how many other aspiring pilots you’ve influenced to follow your lead, but I bet it’s a great number!
  5. IMO I believe some “controllers/tower guys” are so sticky that they adhere to regs (traffic separation and the like) as if they are reading them from the King James Version (and that’s not necessarily bad). Some are so relaxed that you wonder why you didn’t get a traffic call-out when it’s obvious a conflict is imminent (even though it’s our responsibility in VMC...) You could have said unable, minimum fuel but that probably wouldn’t have flown with a fuel sipping Mooney. You could have said you have priority over following traffic on two mile final (once cleared to land number one) and would have had a strong leg to stand on. (Same runway separation sounded like greater than 6000 ft.) Then you’d be relying on two more folks (tower and the jet pilot) to execute safely. Tower should have instructed the jet pilot to slow to minimum approach speed and you probably would have been able to continue to land and exit just fine.
  6. I agree. Probably not many people will willfully deviate from controller’s instructions. However, the point is to trust but verify and to be willing to deviate (aviate first...) if necessary to conduct a safe flight. I have done this even though I was reluctant. It was on an IFR departure coming out of the Atlanta area. A controller vectored me to join a departure directly toward fairly significant area of thunderstorms—approximately 20 miles away about 20-30 miles across. I asked for deviation and received “ 2MA standby.” I continued on the vectored route for another 4 or 5 miles and asked again for deviation due to buildups...still “2MA standby.” After about a minute (3+ miles) , while still in VMC, I contacted the controller, told him I was cancelling my IFR and I will be exiting his Class B. He responded, “2MA say again.” I replied with my original instruction and added if he needed me to copy down a phone number, I’m happy to do it . He replied, “IFR cancellation received, maintain VFR cleared into Class B.” Some will say that I was being difficult and he would given me deviation at some point. Some might say that he wasn’t seeing significant returns painted on his radar so he didn’t think deviation was necessary...My point is, I didn’t let that sequence of bad events take me out of the sky! I broke the chain.
  7. This tragedy makes me wonder why we as pilots most often just do as we’re told when we’re “in the system” and fail to verify the trustworthiness of those “controlling” the airspace. This is not to disparage controllers whatsoever, but rather to simply reinforce that we are the PIC and the ones responsible for the safety of the flight. Possibly there should be another phraseology that is put into practice just like “unable” and “wilco.” Something like “wilnoco”—will not comply when instructions fail to prove to be worthy of following.
  8. The cool factor of sucking up the gear after a positive rate has been replaced by saying “CAPS available.” It doesn’t take a whole lot to start the shift to what is believed (rightfully or wrongfully) to be a more modern model of aircraft—it just takes starting a trend then the herd follows.
  9. Check the rubber tubing running to the gauge. You may have some old hoses that are breaking down not allowing for accurate vacuum indications.
  10. Occasionally, on a cool overcast day I’ll file IFR just so I can get the sensation of breaking out on the top and catch some rays.
  11. What if: during the transition from approach control to tower (while you were in a rapid descent to the FAF) someone else had already been cleared and was established BUT you were not aware it? I would have contacted approach asked for the handoff to tower or asked to be vectored for another approach. I’m glad it worked out for you and appreciate you sharing because this is a great example to work through.
  12. Just curious to know what FP readings are you seeing during your run up or if you’ve done a “full power” static run up and noticed the same drop off of FP as when you climb out?
  13. Congratulations! You’ve now entered into a whole new world of flying opportunities. Do your best to keep a healthy respect for aviation, continue to learn every chance you get and remember that there’s no flight that absolutely must be made.
  14. Back in 2016, there’s another series of posts that appear to address your issue. For example, one GTN750 owner points out that if the current database is being recognized by the unit, then that cycle will show in the standby area of the system until that cycle’s date arrives and then it will automatically shift into the “current” position. You might search for this past discussion because it appears to cover the topic.