Great Ozzie

The night restriction I found interesting... why I mentioned it. Since it's a game... I think you allowed to break some rules. :Big grin: Thanks Ethan.

Hi Ethan, I was looking over what you said... I really do not understand what was going on. The only thing I could figure is you wanted some sort of vertical guidance to the runway. The circle-to-land part I am confused with, because, looking at the METARs for the last 24hrs, the wind has varied from SW thru the NW. Both approaches you mention regarding 26's LPV and 8's LP have nearly identical approach minima. The circle-to-land minima are identical. If the intent is to have vertical guidance to the circle-to-land minima (so using the RNAV 26 approach) and wanting to circle to land to Rwy 8, then one should not descent below the circle-to-land MDA. Otherwise, a missed approach is required. Again, just from a regs standpoint - you mention, "clouds scattered at 1300". As I say, just a fwiw... you have to execute a missed approach whenever an identifiable part of the airport is not distinctly visible to the pilot during a circling maneuver at or above MDA. This comes out of §91.175. I saw that in the procedure notes that neither of these procedures are authorized at night (neither straight-in nor circling). Interestingly enough, the VOR/DME-A is permitted at night (assuming the VGSI not inop). -Rob

Definitely not... definitely not a B-17. Have to use an A2A Cherokee... or a 172... yeah an A2A Cherokee or 172... You did? Well... yeah... yeah then... it is a pop at you! Come join us Bryan. Guys are pretty laid back & it's a fun time. Oh... one thing. They are a bit strict when it comes to ATC phraseology. So you might want to download and review JO 7110.65V - Air Traffic Control by Saturday. Less than a 1000 pages... so... should not be much of a problem to have it down by then.

Hey guys, Brief mention today about panels and older aircraft... generally speaking, this is my idea of what a classic should become (three in the AOPA article). A lot of love—and money: Over-the-top restorations maybe someday...

Nice outside loop eh?

I've been playing... *ehem*... simming with the A2A B-17G this week... I just tried and was able to shoehorn myself into Walter Sutton's. Will be using jankees repaint of 'Suzy Q' http://aussiex.org/forum/index.php?/files/file/1474-a2a-b-17g-19th-bg-suzy-q/

I bought mine decades ago. (can't find the lid tho... and no... no "lady-j" adapter)

There's some specificity for you Ryan. Any advice regarding the blowing up of control surfaces? I'm completely tapped out on that one...

Sorry to hear that... I did a 12hr flight KLAX - PHNL in the A2A B-17G a few days ago. Doing another atm from Boeing Field to MacDill AFB - 5+ hrs into that flight. Load the fuel, do a run-up and go...

A young man from the U.S. recently did this "for real" in an A36 Bonanza (w/ ferry tanks). http://www.limitless-horizons.org/itinerary/

Ah... not part of my private collection... yet... Bert, Didn't you realize Jeff has been trying to aid us in keeping us "Night Current"? :Big Grin:

Recipe for uninterrupted "Use of the Computer" with a Little One nearby: •One Bottle (w/ nipple) containing healthy juice or water •One Large comfy pillow propped up near a TV •Selection of favorite DVDs - such as Barney, Kid Songs, Thomas the Tank Engine, Winne the Pooh •Mix well and enjoy (your time) Btw... you sure the little Jr. cavalier duck won't have a *cough* cold or allergy that day? Nite Time cold meds Regards,

Sounds like your priorities are messed up Roman.

Bra-vo Jim! Exactly what it sounds like to me... Excellent post btw! -Rob

Exactly... that is the real concern.

hmmm... I'm thinking back to 9/11 and al Qaeda... and how the "Islamic State is widely seen as more brutal than al Qaeda"... And with statements like: "A Muslim has to stand up for [what's] right," Abdirahmaan Muhumed told MPR News through a series of Facebook messages dating back to the beginning of the year. "I give up this worldly life for Allah." Muhumed said in Facebook messages that ISIS is "trying to bring back the khilaafa," a reference to an Islamic empire. He also said "Allah loves those who fight for his cause." And with the IS having a "convert or die" war they are waging... sry... I see a bit of relevance there.

Here's a link from AOPA regarding that. http://www.aopa.org/News-and-Video/All-News/2014/September/05/TBM-pilot-unresponsive?WT.mc_id=140907special&WT.mc_sect=sap Also, a link in there for a just issued AOPA Air Safety Institute 'Safety Alert' on Hypoxia... fwiw.

Oh hogwash... EVERY ethnic group, creed, race, color gets a hard time. Some give it... some get it... Maybe some more than others... but it is plain just a fact of life. Hate'n in my observation, is an equal-opportunity employer. I personally take offense at that "whatever else you could through at them" because there are many people in this country who, tho "not perfect", try to live their lives by "the Golden Rule". You p/c post run amok makes me think you have never heard of Cosa Nostra.

Yeah... I think the confusion is because the registration lists it as a TBM 700. But if you look at the TCDS (Type Certificate) the 900s serial numbers (basically) begin with "1000", and this serial no. was #1003 (all part of the same type certificate under the 700). Frosted windows... kind of sounds that way.

Beautiful work on that repaint Ron. Thanks!

It costs money for certification. Can't imagine that happening for an aircraft out of production. And in the U.S., I would suppose the same for an enforcement action under §91.13 (Careless & Reckless). This is when "The 709 Ride" might first become part of one's vocabulary. Thanks for coming to my rescue here, Oracle. These fuel gauges (as I said earlier in this thread) or what is typical on an airplane of this type - are notoriously unreliable. You plain do not rely on the fuel gauges. They are not like what are in multi-million dollar aircraft. I certainly wouldn't call them even in the same league as the gas gauge in your car. Just as Oracle (and others) said, you HAVE to check the fuel AND know your fuel burn AND know your start time so you can know what time you HAVE to be back on the ground with such and such amount of reserve (I have ALWAYS used a minimum of one hour). That "safety layer" is something like where the gauge is reading near the big "E" and you figure you have used only half the tank (based on time and fuel flow)... time for that precautionary landing.

Nathan, I can give you a better (i.e. more complicated i.e. not "for the faint of heart") answer regarding Airworthiness as it pertains to U.S. regs. Likely what would be used for a C152. From an article Airworthiness is a Slippery Subject - If anything is inoperative your aircraft instantly becomes "unairworthy." Everything must work according to the FAA to be airworthy! Years ago, one of my aircraft maintenance professors once made the point, "If the aircraft was certificated with cigarette lighter, it better working or the aircraft is unairworthy". Then a few years after that, the FAA made a change to the FARs to provide some regulatory relief for inoperative equipment. If you look at the above link I provided, that will give you a glimpse into Aircraft Airworthiness. There is also a link in that article to AC 91-67 (an Advisory Circular regarding Minimum Equipment for Part 91 Operations... typically what would govern a flight lesson). In AC 91-67, there is a chart called the Pilot Decision Sequence When Operating Without An MEL. One quite literally has to use that chart (if no MEL) to decide how to handle a piece of INOP equipment.

Aah... Just a slip of animus regarding my estimation (well... not just my estimation) of the reliability of small GA fuel gauges. If it is "known broken"... then it becomes a legality issue (at least in the U.S.). Also, it is possible you lose a safety layer. I would not fly with a fuel gauge I knew to be "broken". As far as an MEL for these type of aircraft... In the U.S. there's a process to go thru if you have a Master MEL. If not... (again for the U.S.) FAR §91.205 requires operative fuel gauges.

Well that is certainly a matter of opinion. I still see it as a successful emergency landing. Chris... do you know if it was the student or instructor or? who it was that posted the video? Tia.

Say what? I was expecting an engine out. Heck of a thread at BeechTalk about his video. Some very good Questions & Explanations from guys in the know. You keep saying, "he landed way too fast" but I don't think that the case at all... Go look the video... he makes that last turn at 100' agl and the airspeed is at the bottom of the white arc (I was somewhat surprised not to see the airplane stall). Even when he levels out and the airspeed picks up a bit, it appears he is at around 50kias... I wouldn't want to be much slower than that at idle for a short field landing. Btw... it is a short field... go look at google maps. Appears to be less than 1000'. Plus, it appears he touched down about halfway the length of the field. They were almost stopped. Basically, it was the left side tree(s) that brought the aircraft to a halt. That means didley squat. This I have a bit of heartburn about. Either top the tanks... or if you are going to use some sort of dipstick, then buy one of those clear tube thingys made for the specific Make & Model of the airplane you are flying. And then not such a bad idea to check its accuracy when able.