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About slowflyin

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  • Birthday 11/23/1965

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  1. My last icing encounter. Less than 30 seconds to accumulate with the windscreen completely covered with no signs of letting up. An immediate climb (less than 1000 feet)to clear air stabilized things. These photos were taken after a divert from the Grand Canyon to KABQ in clear air. Another GA aircraft was also flying the approach with negative ice. As others have said, "Ice is where you find it". I found it, he did not. One other note, com's were degraded significantly. Sent from my iPad using Tapatalk
  2. +1 Sent from my iPad using Tapatalk
  3. I contacted these gents 6 months ago regarding an O&N aux tank for a Skyhawk and was told the paperwork was in process for the STC transfer. They agreed to contact me when they were good to go. No call yet. Sent from my iPad using Tapatalk
  4. Prayers Sent from my iPad using Tapatalk
  5. I was flying into the Grand canyon last week and experienced some very quick icing. I'd been monitoring the OAT with temps around 20 F when all of the sudden it looked like dime sized, very wet sleet hitting the windshield. I quickly checked the OAT and it was -4 F (-20 C). 30 seconds and the entire windshield was obscured and we had a half inch on everything else. Wings,tail, antennas..... I don't have much ice experience but previously it would slowly build and usually started in the corners of the windshield. Not this stuff. Wherever it "splatted" it stayed. No running liquid. It behaved more like mud. Very intense. Sent from my iPad using Tapatalk
  6. +1, The stops give me more peace of mind as well. However, a tug will still break the stop off. But all in all, it is still a much better truss. Sent from my iPad using Tapatalk
  7. Oops, meant to add a new post. Not sure what happened. Sent from my iPad using Tapatalk
  8. My bride takes tons of pics with her IPhone. This one really caught my eye. Best I can remember we were at 9000over Kingman AZ en-route the Grand Canyon from Palm Springs CA on Christmas Day. Sent from my iPad using Tapatalk
  9. Pre airplane we drove the first and last day of our vacations. Whats the value of a days vacation? Roughly 2000 hours in a work year. Divide you and your spouses cumulative salary by it and you will come close to a book number excluding the quality of life factors. Time is a wonderful, valuable thing and a our Mooney is a time machine! Sent from my iPad using Tapatalk
  10. I selected "delete all" and then it allowed me to install the new plates. Sent from my iPad using Tapatalk
  11. Whelen Orion LEDs on the wingtips synced with the tail and I have a beep. Coming in through the aux audio on the PMA8000BT. I can turn the aux all the way down and it minimizes it but I can still hear it.
  12. Congrats and an exciting journey!
  13. I fly the same system except my alt hold is an Stec 30 ad-on. A couple of comments- your milage may vary. When utilizing AccuFlite to perform an 180 course reversal it helps to adjust the bug slightly in the direction you wish the AC to initiate the turn. Then after 5 or 10 degrees set the bug to the final course. Otherwise, the AC may choose the opposite direction. Unless I'm be vectored I always use both anytime I'm letting George fly. For me they work better as a team. My AC will do a great job of intercepting a radial. Even an 80 degree intercept will only result in a one or two dot overshoot. ( I do not have a roll steering coupler) A normal intercept works beautifully. Activate the leg in the GPS and turn the Accutrak on then set the AaccuFlite bug to the radials course and sit back. The AccuFlite and AccuTrak will negotiate the heading until the ACs track is aligned with the radials. I typically utilize the HI sensitivity setting. Approaches are not approved but I've flown them VFR to see how well the system performed. Utilizing both the AccuFlite and the AccuTrak results in an approach with fantastic lateral stability. Even with strong cross winds these old systems work great! Feel free to PM if you would like to discuss any of the above.