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chrisk last won the day on July 4 2016

chrisk had the most liked content!

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About chrisk

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

Profile Information

  • Gender
  • Location
    Austin TX
  • Interests
    Flying, Mountain Biking, Scuba diving.
  • Reg #
  • Model
    M20K (1981 231)
  1. I have multiple Honda's . I love them, but I've had a few small issues. The most irritating was the power steering pump was sucking air past an "O" ring. After a bit of searching I found a service bulletin for it and it listed the labor at 0.25 hours and the part required. I forget why I was at the dealer, but I inquired about the cost to fix it, as my car was out of warranty. They wanted over $200, I pointed out the service bulletin labor estimate, and they didn't care. I bought the $1.50 part and installed it in about 5 minutes. I have not been back to that dealer...
  2. Bravo For Sale

    My guess is the engine has 2010 hours on it, which would put it at TBO. A factory overhaul is about $59K without the labor.
  3. This whole discussion brings back memories from my childhood. I went to high school in Virginia Beach. I remember the road to the naval air station in Norfolk had stop lights for air traffic. Then they built an underpass for the cars. To give some idea of how close it was:
  4. It is beyond me how anyone could think getting jet blasted on a beach is fun. In the best case, there has to be sand everywhere. As unfortunate as this accident is, its also one of the things I love about the Dutch Caribbean. They expect folks to be responsible for themselves. They expect folks to exercise common sense. They take the minimally intrusive steps. They stopped auto traffic. --Where the hazard might not be obvious and a tumbling car really could hurt someone else. They put a warning sign up. In the US, the whole beach would have been closed for a 1/4 mile on each side of the runway.
  5. Runway Incursion

    I was guessing the second in command was the one who hit the breaks. I was half tempted to chat with the pilots, and buy them a beer if they were done for the day, but I didn't want to interrupt anything and I had places to be.
  6. I'm wondering how often commercial air carriers have runway incursions? What prompts the question is an experience yesterday. Flying United, we landed at YYZ (Toronto) on a left runway. The plane taxied off to the right. Then the next thing I know, the plane is locking up the breaks. Looking out the window, the nose is probably just a foot past the hold short line for the right runway. And lined up on the right runway is a 4 engine jet of some sort (maybe 747) getting ready to take off. Less than a minute later, it takes off. --The most amusing part however is when the plane pulled into the gate. Not one person stood up before the seat belt light went off. I felt like I dodged a bullet. So, how often do runway incursions happen with professional crews at major airports?
  7. The statements above are consistent with what I have read of Amelia Earhart. In reading an unrelated book on aviation, I came across this statement involving one of Earhart's may crashes: The Aeronautic Branch of the Department of Commerce (renamed the Bureau of Air Commerce in 1934) did not accept her version of the incident and issued her a formal reprimand for “carelessness and poor judgment” based on the report made by the local inspector R.W. Delaney. Actually, the government had intended to ground Earhart for ninety days had her friend Senator Hiram Bingham not interceded. It begs the question was Amelia Earhart a great pilot or just a famous one. Google turned up the following: and
  8. Corrosion Repair

    Wow. Very surprised the plane was not scrapped.
  9. Something I noticed

    I have not looked at the data, but I can certainly imagine good reasons why. VFR at night is an issue. The airports tend to be some distance apart, so I'm sure there is more fuel exhaustion. If you pick up ice, there is less room to get to warmer temperatures. If you land off field, it's probably not flat, and a lot faster due to altitude. And if you manage to survive, it might take a really long time for some one to reach you. And then there are the folks that push the limits. They fly in canyons and make a wrong turn and then can't out climb the terrain or turn around. They fly into short one way landing strips. etc. One stupid example is a Mooney (E model) a few years ago at Angle Fire. From the ntsb METEROLOGICAL INFORMATION At 1315, an automated weather reporting facility located at KAXX, reported wind from 250 degrees at 33 knots gusting to 47 knots, visibility 10 miles, a clear sky, temperature 47 degrees Fahrenheit (F), dew point 17 F, and a barometric pressure of 29.93 inches of mercury. Utilizing this weather, the density altitude was calculated at 9,549 feet. KAXX and the accident site were located in a basin nearly encompassed by mountainous terrain. Mountains to the west and northwest of the airport have peaks between 10,470 and 13,160 feet. A weather study was compiled for the accident site. An upper air sound for 1400 mountain standard time (MST) depicted an unstable vertical environment which would allow mixing of the wind on the lee side of the terrain. Winds as high as 55 knots could occasionally reach the surface. Satellite imagery between 1300 and 1400 MST recorded a large amount of standing lenticular cloud near all of the mountainous terrain around the accident site. These clouds indicated the presence of a mountain wave environment. At 0322 and 1134, the National Weather Service issued wind advisories for the accident area that warned of a west of southwest wind between 25 and 35 miles per hour (mph) with gusts to 50 mph. A Weather Research and Forecasting (MRF) model was created to simulate the accident's weather conditions. The WRF model indicated that the accident site at the accident time was located within a turbulent mountain wave environment, with low-level wind shear, updrafts and downdrafts, downslope winds, and an environment conducive for rotors. The pilot did not receive a weather briefing and it is not known what weather sources the pilot referenced prior to takeoff. Typically you don't get these sorts of conditions in the flatter eastern half of the country.
  10. Buying another Mooney, need advice

    I'd love to have a L39 Albatros, but the OpEx is well beyond my budget, even if the CapEx is in budget. And like you, I find the CapEx of a Bravo to be in my budget. It's fear of the OpEx that keeps me from buying one. I agree with most of what you say, but I would make an adjustment. Take 5%of the CapEx difference between a 252 and a 231, and call it OpEx (basically the cost of money). Assuming the CapEx difference is $40K, the 252 cost an additional $2000 a year. --No disagreement that the 252 is a better plane, and for the same price I would prefer one.
  11. Buying another Mooney, need advice

    I own a 231 and love it. If I could get a 252 for the same price, I would prefer it. But if I owned a 252, I would be saying the same thing about a Rocket. And if I had a Rocket, I would be saying the same thing about a Bravo. And if I had a Bravo, I would be lusting after an Acclaim. That said, Paul points out a significant problem with under buying, which is the cost vs benefit of trading up. As an example, I have a 231, with the kinks worked out and equipped the way I like. It would be quite expensive for me to sell my plane and buy a 252, where I likely have to work out the kinks again and upgrade the avionics. And with a 252, the performance difference isn't that significant. So, if I trade up, its likely going to be a Bravo, where I see a significant performance difference. --Now I just need to find the deal of a lifetime on a Bravo!
  12. Bad retirement plan

    I heard about this some time ago. I always wondered why he didn't jettison his cargo while airborne. --Maybe he was using to much of what he was carrying.
  13. Flaps on touch and go

    For shorter runways, I use take off flaps. For longer runways, I use full flaps, reconfigure on the ground (trim, flaps, cowl flaps), then add power. At night, its always a full stop and taxi back, never a touch and go. And often, my touch and go turns into a go around a few feet above the runway.
  14. It's really funny. My wife can deal with 3 or 4 good steep constant altitude turns (50 degrees or so) if she is interested in something on the ground. If she isn't interested or I mess up and she feels herself getting heavier, then she is done with one turn or less.
  15. Level steep turns get progressively harder the steeper the turn. I trained for my commercial in my Mooney, and I'm pretty sure I went over at least once in training. The wings are still attached . --In any case, 50 degree turns are not issue. I'm sure I could do 60 degrees consistently with a bit more practice. From a practical point, the only time I have found a turn like this useful is for sight seeing. And one needs to be careful not to make your passenger sick!