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  #11  
Old 10-01-2007, 01:31 PM
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JonJay JonJay is offline
 
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Quote:
Originally Posted by szicree View Post
Karl,

I really appreciate you having the guts and honesty to fess up. As others have already said, the best thing to do is neither deny it nor beat yourself up over it. Just be glad you're still flying and learn from it. There are those who will read it and say "I would never do that", and they may be right, but they would do some other bonehead thing instead. We've all got our own special brand of screwup. Thanks again.
Me too. That's how I got my tag line.
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  #12  
Old 10-01-2007, 02:07 PM
SweetJellyDonut SweetJellyDonut is offline
 
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Lightbulb A good time to review...

Thanks for the safety stop.

I think this a good time to review my ops practices and see where I have gotten lax. It's all to easy to get a "little out of pocket" when everything has been going good.

Thanks for helping us all "break the chain".
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  #13  
Old 10-01-2007, 05:51 PM
c177tx c177tx is offline
 
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Location: Austin
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Karl,

Good debrief, I was one of those people ewing and awing over your -8 at Hill Top. I was taking pictures of you and Paul taking off. In this picture ,if you look at 12 oclock high, Paul can be seen climbing out to the right (the small white dot). Thanks for the honesty, and glad that this was not your last picture..


link:
http://picasaweb.google.com/c177tx/H...22943406467186
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Last edited by c177tx : 10-01-2007 at 06:23 PM.
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  #14  
Old 10-01-2007, 06:01 PM
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Walt Walt is offline
 
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Default How about..

Does taking off with the canopy open (tip up), full flaps (not intentional) and an oil door left open qualify as stupid?

I aborted just the other day for the oil door, it was good practice.
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  #15  
Old 10-02-2007, 10:07 AM
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kentb kentb is offline
 
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Default I did the oil door during phase I.

Quote:
Originally Posted by Walt View Post
Does taking off with the canopy open (tip up), full flaps (not intentional) and an oil door left open qualify as stupid?

I aborted just the other day for the oil door, it was good practice.
But I think that it was on my test plan.

You have to test that it can still fly that way.

Kent
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  #16  
Old 10-02-2007, 10:40 AM
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N941WR N941WR is offline
 
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Default Back in the dark ages...

when I learn to fly, my instructor taught us to push everything forward, not just the throttle.

This works great, until you are at a high elevation airport and need to leave the mixture out. Hopefully I will continue to remember to lean for best power on the run-up and then not touch the mixture.

Karl, thanks for the post and it is good to hear all is good with you, the plane, and the engine.
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  #17  
Old 10-02-2007, 01:13 PM
johnp johnp is offline
 
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Location: Austin, TX
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Quote:
Originally Posted by N941WR View Post
when I learn to fly, my instructor taught us to push everything forward, not just the throttle.

This works great, until you are at a high elevation airport and need to leave the mixture out.
yup. 'swhy the baron i was flyin' out of angelfire a coupla decades ago lost 2 on takeoff.......
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  #18  
Old 10-09-2007, 07:31 AM
Jim Nelson Jim Nelson is offline
 
Join Date: Oct 2005
Posts: 6
Default

Jay, I have the same system and I mounted the purge valve actuator left of the throttle but the knob is flush with the panel. Thus the throttle is significantly forward and you must go slightly under the panel for the purge valve. I may have a pix on my website at www.websites.expercraft.com/jimn If you have and problems, e-mail me.
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  #19  
Old 10-09-2007, 01:39 PM
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Ron Lee Ron Lee is offline
 
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Default My view

I start with the mixture out close to ideal (Field elevation 6840'). Then I lean further for taxi to minimize plug fouling. At the run-up, I always use the checklist and the first thing I do is verify proper mixture by pushing in part way in then leaning to max RPM.

All other checks often involve looking and touching knobs, looking at fuel gauges and fuel selector setting....not just a look at the checklist and casual glance at something. It is too easy to see what you think you should see. I have done that so I know.

Position and hold is a stupid procedure. Get ready, verify that you are ready, the final is clear, then taxi onto the runway and go. Position and hold saves precious little time and I prefer to clear final just before I enter the runway.

Never let pressure change your established routine.
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  #20  
Old 10-10-2007, 11:26 AM
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AZtailwind AZtailwind is offline
 
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Location: Flagstaff, AZ
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Default Forced to hurry

Great post Karl- reminds me of the same distraction that interrupts an out of normal check list sequence. I was leaving an airshow in a Cherokee 235 and had departures in front and behind. No good place to do a real run-up or full checklist, Decided to just do a mag check while coming out of the taxiway-onto the runway in the last second?. And ya know there is no way to get that top door latch closed while flying...that would be distraction #2....
What I learned from that is when you know an out of normal taxi will occure, plan for the distractions rather than push ahead with a hurried full runup/checklist...
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