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. King of the Netherlands could be your pilot if you fly KLM! How very cool. http://www.dailymail.co.uk/news/article-4516050/Head-clouds-Dutch-king-guest-pilot-21-years.html?ito=social-facebook Unfortunately, the closest I have come to flying a Dutch airline is InselAir. --An interesting experience. Just google "InselAir problems" or "InselAir safety".
  2. Good news! I might make this one.
  3. Where are you in Alaska? What kind of Mooney are you looking at? And what do you want to do with the plane? I'm not a CFI (or CFII), but Alaska is on my bucket list of trips. That said, I'm not sure I would want to take my plane into airports like PAGY or PAHN. The AFD has great statements like: APCH TO RWY 20 IN NARROW CANYON. DEPG RY 02 REQUIRES A HIGH PERFORMANCE CLIMB DUE TO TERRAIN. ARPT CONDITION NOT MONITORED, ARPT MAINT ON IREG BASIS, RECOMMEND VISUAL INSPECTION PRIOR TO USING. RCMD DALGT OPNS ONLY. RAMP IS UNEVEN WITH SOME HAZARDOUS FROST HEAVES. NARROW APCH FM NW, MTNS BOTH SIDES; TURBC ON NW APCH, BLUFF NW
  4. A beautiful day to fly to Galveston TX and visit my mother in law. The beauty of a Mooney is that this is only an afternoon, not an over night trip! Right above the clouds (mostly) on the way back.
  5. It looks like the aux fuel pump. On my 231, it originally came with a Dukes pump. --And someone bought the company that makes the replacement parts and overhauls became very expensive. That said, I found one place that would overhaul the pump for around $400. http://www.aeromotorsllc.com/aeromotorsllc Weldon also makes a PMA replacement pump that was around $800, which was cheaper than a Dukes overhaul from most places. Likely a better quality pump too.
  6. I still see a difference with your example. In your example, the family physician is attempting to treat a condition they are not familiar with. (i.e. holding themselves out to be competent for treating that particular condition) Extending this example to the basic medical requirement, it would be a statement from the family physician that he has no knowledge that an unusual heart rhythm could impact the safety of of someone operating an aircraft. --He is after all not a cardiologist or an expert in aviation medicine, and there are many folks that have minor changes in heart rythm that do not require medical treatment. And if he want to cover his butt, he might recommend, on the same form which the pilot retains for his records, that the patient should seek the advice of a competent cardiologist and aero-medical specialist..
  7. From personal experience, it was a work event, not a divorce lawyer, a few cups of coffee, and a traffic jam. I was referred to OKC. It took 3 visits to my regular doctors office and two letters from doctors stating I had no history of high blood pressure and that I had normal blood pressure on the 3 follow up visits. It took about a month to get a medical. Since then I have had two other medicals, no blood pressure medication, and passed with no issues. I'm also failing to understand the risk for the physician. The physician is stating: "I certify that I discussed all items on this checklist with the individual during my examination, discussed any medications the individual is taking that could interfere with their ability to safely operate an aircraft or motor vehicle, and performed an examination that included all of the items on this checklist. I certify that I am not aware of any medical condition that, as presently treated, could interfere with the individual's ability to safely operate an aircraft." The physician is not an expert in the operation of aircraft. And one could even argue he is not an expert in the operational requirements of a motor vehicle. The physician is stating the lack of awareness of a condition that could interfere with the operation of an aircraft. He is explicitly not stating the individual is medically certified to be free of a condition which could interfere with the individuals ability to safely operate an aircraft or motor vehicle. So, in this case, ignorance is bliss.
  8. I have no problem with doctor shopping for "basic med". And if you have ever had an issue on a medical, you will understand why. Once the FAA has an issue with your medical, you will spend a great deal of time and money dealing with the issue. Blood pressure is a great example. Imagine your meeting with the divorce lawyer ran late, then you got stuck in traffic, so you are now late for your FAA medical appointment. --Any bets on what your blood pressure will be? Any bets on how many doctor visits and letters to the FAA will be required?
  9. I've got to figure out how to change my answer on the poll. Right when I clicked never a flat, I remembered the one time. We stopped for dinner around 9pm at 48D (Clare MI), walked to a near by restaurant and walked back to the airport in freezing cold weather. Back taxing down the runway, I had difficulty steering the plane. I thought the instructor was screwing with me. The front tire was flat and likely the result of a hard landing and an under inflated tire on the previous flight. (did I mention it was a night time training flight in a 172) Cold and stuck in the middle of no where. The airport manager was awesome. He came out to the the airport and stayed past midnight. He brought a patch kit and helped us push the plane in a hangar. An hour and a half later, we were on our way, buying a new tube the next day at KGRR. It was years ago, and I still want to thank the airport manager.
  10. I love flying at high altitudes. It's typically smooth. There is less traffic. Flying in the flight levels (class A) is a major reduction in work load. Yous set the altimeter once, and not many hand offs. Lots of options for an engine out. Speed is typically good, especially when heading east. An example is a 750 mile flight I had from Flagstaff AZ to Austin Tx. It was right at 4 hours, start up to shut down. There are some down sides. It takes a long time to get to FL200, at 500 feet per minute. A descent starts 100 miles out. Which means I only do this on 400+ mile trips. The mask is a pain. Sometimes it gets cold, even in the summer. A bathroom break isn't going to happen. Sometimes a headwind means it is not worth the climb. I've gotten ice on the plane in August (at least you can go down and melt it quickly). And I've gotten STARs that I would never get if I flew lower.
  11. I've never done mountain flying in anything but a turbo. I'm still amazed at how much runway I use, (and yes it is expected and predicted by the POH). FLG is an interesting airport. As I recall they have a big light up sign indicating the density altitude. One thing I have noticed about high density airports is starting is more difficult. I typically end up opening the throttle more, essentially treating it like a flooded engine start. I'm assuming this is because the compression ratio is fairly low at 7.5:1 and more air is needed.
  12. Years ago, I ordered a checklist. I believe it was from Essco Aircraft. --It's a laminated version of the checklists in the POH. It's pretty useful. An example of why you might want something like this on the start up check list: Alternate Air. Open then close. All that said, I've found a list on line that I like. http://www.dezkk.de/CHECKLIST_V2.pdf
  13. Absolutely, but I don't have a wing jack.
  14. I have had AirHawks on my Mooney for the last 3 years. No issues and the wear is minimal. My previous tires, which came with the plane, were getting old and worn down. I had the tires replaced at annual, since they have to take the wheels off anyway. --I just left the tires in the back of the plane, with instructions to install them.
  15. Makes my wife feel like a queen. Totally worth it.