chrisk

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chrisk last won the day on July 4 2016

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About chrisk

  • Rank
    Won't Leave!
  • Birthday 12/31/1965

Profile Information

  • Gender
    Male
  • Location
    Austin TX
  • Interests
    Flying, Mountain Biking, Scuba diving.
  • Reg #
    N9821P
  • Model
    M20K (1981 231)
  1. I'll give a totally inappropriate response. We all have an expiration date. Foolish behavior at young age means wasting a lot of years, and often leaving a family in rough shape. If you die in a smoking hole at 98, didn't hurt anyone else, and had a good time doing it, it seems like a reasonable risk/reward trade off. On the other hand, if flying is no longer fun, the reward part of the equation is diminished, and it would make sense to quit sooner. Surly none of us needs to fly, and if we are retired, we can probably go commercial for a lot less. My point is if you love it, keep doing it. Just be careful with others lives (those with you and those on the ground).
  2. Very sad. I was just thinking I needed to make another trip to Brenham.
  3. Yes it is wide spread. I have some hope for a break in the weather in a few hours, but not to much
  4. No, we are in the mid 50's. I was just crossing my fingers for a good practice day. Just a bit too much IFR.
  5. I often try to get some real IFR time and practice when we have a low cloud deck. 600 to 800 foot ceiling with 10 miles visibility are the really good days. Today I was hoping for some practice, but had to cancel/delay it. The LPV minimums are 250 feet agl, 7/8 visibility. The airport has been reporting 200 foot ceiling and 1/2 mile all morning. I guess it is time for a project!
  6. How does this effect a CFI? Do they still need a medical?
  7. For me, the Mooney can be complex on a go around, and there is no time for a list until things are well under control. Max power, positive rate of climb, flaps retracting, trim-trim-trim, gear up. -Oh wait, I forgot something. The plan is climbing really slowly. -Oh crap, speed breaks down!! --Why is the JPI screaming? Cowl flaps open!! Oh yea, is the manifold pressure still at 40 inches? That said, I don't see any way around it. You've got to memorize the list of things to do, and double check things later with a list. How about a poll on how many folks have forgotten to put the landing gear up, and wondered to themselves, what is wrong with my plane, it's performing very poorly today. -Yes it is, and it was the pilot performing poorly. I've had instructors scold me for not using a pre-landing check list when flying a LSA, where things really are simple. The fuel selector is on if the engine is running and there is only one tank. No mixture or prop control. No under carriage to worry about. And if you leave your seat belts on, nothing there either. Anyway, GUMPS turns into nothing. I asked what am I supposed to check? And then I got some answer about looking to see if the tires were flat, looking for warning lights, and seeing if there was enough fuel for a go around.
  8. I was just imagining a restart at FL 240. When the engine goes quite, there is not much manifold pressure, a low compression engine, and certainly set too rich without a mixture adjustment..... I'm not sure the boost pump is going to help. --All of this is a good reminder that I need to re-read through the procedures again.
  9. I'm just curious what is the highest altitude you have run a tank dry. I start to get nervous above 12,000, as I recall some restart procedures in the manual indicate re-attempting a restart after descending below a certain altitude (I think it was 12,000).
  10. Kelty, Can you estimate how much time you had between when the engine quit and your landing in the trees? I'd guess about 1 minute. One minute is a lot of time when you know what is happening. It's almost no time when something unexpected happens and you have other distractions like power lines in your window. If I were you, I would ignore all the arm chair quarterbacking that says you screwed up the restart. That said, I do think there are lessons to learn here. It's the importance of the GUMPS check. It got skipped. If the normal pre-landing check had been made, the boost pump would have been on and you would have been on the full tank. And even if the tank ran dry, when you switched tanks, the engine would have probably started up faster. --it still might not have been fast enough though. Another lesson is tree top landings are survivable. (My cousin had one of these, but broke an arm. --also a fuel issue) Finally I am glad no one was hurt. Thank you for sharing, its how the rest of us learn.
  11. I'm curious which shop your going with. The prior owner of my plane used Triad in North Carolina. 600+ hours later, all seems to be good. I have no idea what the costs were, or how long they took to perform the overhaul.
  12. Read 91.155, part B, section 2. I quoted it my original post. If your within 1/2 mile of an airport at night in class G, the minimum is 1+ miles and clear of clouds. I suppose this was added to the FARs so folks could stay night current. For me, the visibility of 1+ miles at night is well below my personal minimum. I'd consider 10 miles of visibility and a 1100 foot ceiling my personal minimum for a set of night currency take offs and landings. That said, I can't imagine I would even take the time to drive to the airport with ceilings like that. There is almost always a better day for night flights.
  13. Sort of, since your only typically below minimums because of the airspace classification. In other words, you could have legal cloud clearance in class G or B, but not C, D, or E. In these cases, you call the controller of the airspace and ask for Special VFR. Most pilots would be surprised, but you can legally fly in really low minimums at night. In short, if your doing take offs and landings at night you could be legal with 1+ miles of visibility and clear of clouds. Section 91.155, B (2) Airplane, powered parachute, or weight-shift-control aircraft. If the visibility is less than 3 statute miles but not less than 1 statute mile during night hours and you are operating in an airport traffic pattern within 1/2 mile of the runway, you may operate an airplane, powered parachute, or weight-shift-control aircraft clear of clouds.
  14. I think you are looking in the right places. As others have mentioned, you might try calling a MSC and asking if they know of any good planes that are up for sale. I also suspect you need a bit of adjustment on the airplane market. What you want is a well maintained, often flown plane, with modern avionics. Price a new radio stack, an auto pilot, an engine overhaul, a prop overhaul, a paint job, and a new interior. When you are done, you will see the value in some of the higher priced planes. Understand that planes that sit have problems, the big one being engine corrosion. And understand a Mooney really shines when traveling, making a WAAS GPS and auto pilot very desirable. As far as getting frustrated with finding a good plane, its a very small market. I think there are only about 1500 M20Js in the FAA registry. So, expect only a few new ones to come on the market in any month. Of those, you will find a few where the spouse/kids are pushing for the plane to be sold. The pilot of course prices it high because he doesn't really have any incentive to sell the plane. Many others are guys who have quit flying and after 5 years of not flying, decide its time to sell. The avionics are often old. And the engines longevity will be suspect. These are often priced at the bottom of the market, but are seldom a bargain. And then you will find a few where the owner is currently flying the plane and wants to move into another plane. These are the ones you want! --Hang in there, they do come up. .
  15. There is always an exception. For example. KLAM has a one way runway. The AFD (or what ever it is now called) states RY 09/27 ALL LNDGS TO THE WEST & ALL TKOFS TO THE EAST. If there is wind, you are either landing or taking off with a tail wind. And I am not to sure you would want to do a go around there. There is a sizable obstacle at the end of runway 27. Know your POH, know the plane, and leave some margin for the unexpected.