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moosepileit

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moosepileit last won the day on August 25 2017

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About moosepileit

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    Flight Lead
  1. moosepileit

    Naviator Android App

    Samsung Note3. Avare longtime user on Android. IOS- I use Fltplan. Both free. Both work. Easy to never sweat needing a paper chart or plate. One addition- all platforms display ADSB-in data differently. Different portable hardware may also generate different traffic. Wx seems fine on most all apps, but traffic is just plain odd. Stratus, Stratux, DualAv and Skyradar all seem to have traffic quirks. I pipe my in-data to a GRT EFIS via USB and that works great. As good as the Garmin Hardware users, I'd say. Foreflight and a Stratus seem to still be best for a portable traffic solution. Easy to pipe it into an intercom for voice alerts. Sure beats a Garmin GPS90 and sectional alone back in the day, in all cases.
  2. moosepileit

    What's wrong with the Air Force?

    Always a light moment when taxiing in near view of the tower and announcing that we had our tickets...
  3. moosepileit

    Contract Air

    Sure, but I can't see the return on investment as either quick nor assured. Omega is only so big for a reason, not because they are King Kong in a cornered market. IL-78 belongs on the north ramp at OAKN... Failed fire bomber conversion turned to a bootleg attempt? http://www.aero-news.net/index.cfm?do=main.textpost&id=0d65bee9-c866-4086-ac8d-17a9ea880f43
  4. moosepileit

    Contract Air

    It sounded like current off the shelf design would be incorporated. He was a long-time KC-10 type. I was a mx officer on them way back and have just a little knowledge of how the boom and other spares work. I did not think he would get support to tap into or build mirrors of the current systems. If it isn't the same FBW boom, how would the USAF approve its use without new testing? That's what turned me off.
  5. moosepileit

    Contract Air

    A buddy had worked up an LLC to get Israeli AIA to refit mothballed DC-10-30 freighters at Victorville, CA several years back. The fuel tanks looked easiest, the boom and drouges a bit more interesting. If Omega Air tankers outfit only its present size, I doubt new refits would pay out fast enough, but thinner aviation ventures abound.
  6. moosepileit

    Professional pilot kill recreation?

    In barnstorming rides we call the escort/$ taker/fuel runner, etc, " Scootering", ala the start of, "The Great Waldo Pepper". Turns more folks faster, safely, less extra work for the pilot. Think a hot pit team.
  7. moosepileit

    Professional pilot kill recreation?

    Since starting as a USAF mx officer in 1995 I've had a Pitts S1S, Luscombe 8E, Kitfox 4, Clone of a 135hp SuperCub and now a RV-6. 12 yrs active total, C-9As and C-17s, then AFRC C-17s with part 121 cargo. Gave my AFRC O-5 pledge pin back 5 years early this past Feb as at 23 total they'd pegged the funmeter. More time for GA! Just turned 14 hours of driving into 4.5 of flying. North of Louisville to South of Atlanta, round trip. 180mph at 9 GPH, and mine is a slower one. I've had the same $35k out of pocket in planes, only did a note for a while on the Pitts. I help with the mx, so annuals are about $350, plus parts. Insurance is about $1k a year for 2 seats with enough hours. Plan Fuel burn $ x 2, $50 in the tank, $50 in the fix-it bank, plus hangar and insurance and you'll be close in the right plane. There are no cheap planes. An oops, woops or "what's that" costs about $300 per fist coverage, hopefully including labor. Need a Magneto? 2-3 fists. Carb? Same. Hope you have yuger hands. Mechanics and their schedules can mean huge downtime, which deflates the fun and family support system if you all fly together. Mechanics are slightly easier than finding a good, local hangar. Hangars can be a nightmare, find that first. I split with another RV, $120 each, but it's 35 minutes away and pretty dead. Good for getting work done, not so much for hangar flying and extra hands. If you don't fly 50 hrs/yr, RENT, if you care about the $ side. I do not pretend it makes sense to own, even in partnership. Buy a good one, under 300 hrs and 3 years since overhaul, but not too fresh to avoid infant mortality and A/Ds on defective new parts. Do not buy old panels if you need IFR, pay up for current to MAYBE 1 gen old, if supported. I dig on experimentals, known types that are easier to inspect and check vs. plans and standards. I'm as happy in a cub, door open at sunset or sunrise as flying acro in a Pitts or travelling mad miles with a digital autopilot, good tunes and the frau in the RV. Sure I jumpseat, fly airlines and drive- sometimes a GA plane makes a trip possible, sometimes it's a drag if worrying about weather/hail/FBO hangars/icing, etc. It's not hard to know when the car or airline tickets are best. Think mil space A. It's also about the folks in flying GA, we're ready to make the hangar-home move next. Any background of pilot can yield a great friend, probably similar to many hobbies, good enough for me so far in flying private GA. If it will get you to family, friends, second homes- great, no further people-side needed. But, it's the EAA folks, chapters, fly-ins, Oshkosh, etc that put it over the top for me. Look at a radius calendar on eaa.org or similar and see what happens near you year round. When I was at CHS I met folks that years later put me in touch with the FFO area crowd. At work, trips where I fly with another GA pilot of ANY background go by 9 times in 10 like paid time off. Now, I soloed in gliders at 14, and already knew this is what I was in to. Did not know what I was in for, but the $ in GA has been some of my best spent.
  8. PilotsofAmerica forum might be of more help. Pulling carb heat on a windmilling engine yields only a few seconds of heat. Ram air is bypassing the air filter, flowing over dead exhaust pipes that are only a few hundred degrees and cooling instead of 1000 degrees, then to the carb box A high wing, fuel gravity-fed engine windmilling, with an intact oil system, is likely doing so from pilot error or fuel contamination. The checklist is stepping you through finding a really big, but simple mistake or committing to a proper forced landing.
  9. Chances are you have run a tank dry or have a fuel selector knocked out of detent if no indications existed prior. Pitch to best glide, change tanks, boost pump as appropriate, check mag switch/s in case you were already in an error chain and only had one on or have a bad switch. All immediate and reflexive. Carb ice at cruise should have an obvious onset. You fly a 172-P with fuel selector on both and gravity feed available unless fuel-injected. If you did not turn off the fuel, shear your fuel line, run out of gas or have a Harrison Ford carb disassemble- the engine did not just suddenly become a windmill. The above sentence took longer to read than the diagnosis and realization you now likely get to deadstick a landing.
  10. moosepileit

    Min Runway Length Question

    I used to dig the oddball Mackall/Luzon days and nights. Funniest was fighting a Q3 for slinging civilians into Proplayer Stadium in Miami at halftime of a Dolphins game. AMC called asking on a Friday, HALO the SOCOM team. Met a brunch of nice retirees at Opa Locka. RA on the Goodyear blimp, see ourselves on the jumbotrons, carrying a CHS local news crew. Smiles all around. Find out Monday someone big at AMC said we were Q3 for the civvies/retirees they tasked. Took a few hours to quash. VSP '07, with a smile.
  11. moosepileit

    Min Runway Length Question

    I get the attitude, but I've seen jets tear up runways just by backing on then-Los Cruces, NM on a hot day. Crew brought a new C-17 back to Germany with OEF Grapefruit rock damage and see MX try and say the crew erred- they did not. I've done demos, slung folks n boats n stuff, played in the dirt, mostly in the rules- it did get silllier every year because as stuff happens the new pages stack up and none are removed. Chit happens, surprises are rare, hopefully learned from and repeats avoided. Have likely 5 digits of static airshow visits in 20 years, by all means, go- but check the boxes. sts.
  12. moosepileit

    Min Runway Length Question

    At least in "my" AMC/AFRC heavies years, the Giant Report and a check of CFR are the items OGV or others would check if an OG or higher waiver were needed before pursuing and inking. Items like signs too tall or close for some aircraft, existing waivers that may have expired or just acknowledging that the USAF has not eyeballed the field can come into play, better beforehand. Even Oshkosh can feel like a shoehorn in and out of parking with a C-17 on a towbar. Making sure there are no fees at a joint use or civilian field also makes the list, but not in this context of an airshow static. Until it's parked and when restarted, it's just another use of the flying hours program. Typically the airfield is handled like any off station training field not "approved" in your unit's in-flight/local transition training guide/list.
  13. moosepileit

    Min Runway Length Question

    Weight bearing, including taxiways and parking are thought 1- is the field current in the ASRR/Giant Report? Second- crash/fire/rescue- waiverable, but mandatory to consider.
  14. Chang, where are you applying? Need to get you on the special lists... Just try and fix any little part you can for big blue, those that saw a tipped balance to out do not need your advice. ps, 50ish FSDOs, 50ish interpretations. You know those pesky bureaucrats...
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