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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. 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
  2. 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.
  3. 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.
  4. 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.
  5. 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.
  6. 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.
  7. 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.
  8. 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.
  9. 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.
  10. 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.
  11. 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.
  12. 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...
  13. ADS-B in Military Aircraft

    Huggy, I will NOT buy new parts yet, you gotta have a transponder in my plane and for ADSB-out, but you know that. Folks will be selling their early-adopted ADSB-out kits for newer avionics by the time I bite. Freeflight Rangr straps onto mode 3A/C for $2k. Down in 1 yr from a $4k solution. Before installation. I have ILS but no IFR WAAS, for now. The install price and hidden costs of matching avionics to aircraft is going to be as much a stopping point as any shop backlogs. I will not do it anytime soon, just avoid mode C rings after 1 Jan 2020 IF I chose to wait. I would pay $1100 for a solid state transponder, but will fly that $600 in avgas first and throw in a KT76A and put the other on the shelf if it's easily repaired. I don't feel like installing a new tray yet for anything solid state. I only need a shop to check my work, not for the install of ADSB out in a homebuilt- I already have a consult on what they need from my last transponder cert- they can crawl under my panel and check my work. It's 1 radio, 2 properly spaced antennas, one little heed to catch the mode 3 squawk squirt and a breaker. 978 UATs are easy once you know all the compatability issues. I doubt mode 4 and up IFFs are going to be simple to integrate ADSB in small jets. For $479 I have "In" on my EFIS and smartphone already. How is anyone going to get ADSB In presented on their DoD displays? Mode S is a bit too Lojack self-disclosing, It's only needed for class A airspace and outside the country. Like TCAS, ADSB won't show traffic without a transponder. All are to be in stby at Oshkosh within 30 miles- how the heck was it worth having some on when most of us were strangled and mk1 only? False sense of security? Have departed Oshkosh in mil planes twice, quite eye opening, even with an IFR squawk and quickly above the flow. Lots of words and a bit of thread bleed... I bet someone will point out that without ADSB-Out we don't show up easily on freely-streamed websites. That makes tons of sense. I doubt that would be the case with ADSB-out unless NEXGEN is smarter than I believe.
  14. ADS-B in Military Aircraft

    More likely to be out only with a kill switch and a few checklists with an added on/off choice. You'll wind up missing the "In" unless they do more than add an out transceiver, transponder coupler and antenna. Maybe another IFR WAAS GPS feed if the feds get sticky or DoD won't give tron access to what you now have. Interstingly, the FAA is looking at requiring a beacon in all aircraft, Gliders first, there is a TSO but no hardware vendor meeting the spec. ADSB out is only going to be a mandate for planes with electrical charging systems, and not in ALL airspace. Still mk1 sense and avoid for cubs until? I'm going to get a 250 knot homeybuilt with just a battery and starter just because I can. My transponder cooked on the way home from OSH in the RV6, breaking out another $500. bah. Will allies' aircraft get similar mandates or funding to fly here? I too wonder if the feds thought about keeping DoD adsb out off the internet.