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About Farmer

  • Rank
    Senior Crew Member
  • Birthday April 4

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  • Location
    Honolulu, hawaii
  • Interests
    Family, Friends, Work, Travel
  • Gender

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  1. We use a gas powered golf card. It will move everything including the twin Cessna. We had to decal it as an aircraft tuG to get it past the fire dept. We put the hitch on the front of the cart so it’s easy to push things into the hanger even uphill. New carts from Yamaha are a little over $5000. Used carts from a golf course are usually a grand or so. farmer
  2. Already traveled 3000 miles, not going to let the last 300 stop me Duane and I will show up when it’s safe to travel VFR farmer
  3. I put a JPI 450 in the Cessna 172 last year. That along with the long range auxiliary tank gave us about eight hours of fuel. That was for the trip towards the north pole last year where 100LL is hard to find. It is a reliable instrument, the cost with installation was reasonable, and it did all the calculations instantly at all times. Allowed us to focus on everything else and take the fuel issues off our minds. I’m sure I’ll see you in Tucson as I plan to be there about October 12 making preparations for the page flyin. Farmer
  4. CTLSi 413L is equipped with 10 inch sky view. it has been fItted with Dynon 2020 unit that cost $609.00, just plugs in, mounted easy, and works well. CTLS 413F also it being fitted with same Dynon 2020 unit after the 10 inch display returns from Washington. A couple of weeks ago it failed to boot up and has been sent off for repair. ADSB Unit is not very big or heavy. Log book entry required as well as professional install. Waiting for TSO on Uavionix tail unit for both Cessna’s. See some of you folks at Page next month?. Farmer
  5. I would very much like to put the VG’s on the CTLS and will do so whatever I can. As you can see in the video take offs are with 30° flaps in gusts conditions. Approach to landing has the AOA at the beginnings of the red and Dynon complains about SPD in my ears. You can get in about 500 feet of grass in these conditions not using any brakes. Departure is approximately the same performance level I have VG ‘s installed on the Superstol J 30 And my son just put them on his Cessna 172 SP. it’s not a lot of difference just makes you a little more comfortable on the low-speed approaches in gusts conditions. Hurricane Lane went from a category five to a tropical storm in 24 hours and we are all planning a celebration here at the farm it was on a collision course headed to my office Farmer
  6. WHAT A WONDERFUL COUNTRY, Where the farmer can exercise his airplane before going to work in the morning. The grass strip is in the banana field, a quarter mile from my office. The strip is 100 ft wide and 1000 ft long with no obstruction on either end, at 600 ft MSL. Farmer
  7. Please come play in my sandbox. I am in the process of helping my son, who is a Cessna pilot For many years, flying every week inter island. in a near new 172, transition to the Ctls N413F. Yesterday we were out flying in 26 gusting 32 so you’ll begin flying the aircraft as soon as you open the hangar door.. Yesterday’s flight was landings in -6 to + 35 flaps you might as well Try it all so you know what to expect. We’ve had a strip of tape on the windscreen for the last month during this training and that helps a lot for the site picture. We were landing on 4L and the winds were 345. Needless to say we were the only one out training in those conditions at three in the afternoon . The goal is to do touch and go without ever letting the nosewheel touch the runway . We were successful in all but one landing of keeping the nose wheel off the pavement . I’m not suggesting anybody do this or that it is even the right thing to do however I treat the centerline of the runway merely as a suggestion . Rather than flying the centerline we focus on the Windsock and do our final approach diagonally across the runway focusing on that windsock . Close to the ground just before touchdown it’s indicating about 40 and although you’re not really looking inside the cockpit groundspeed is under 20. You don’t care about the wind speed you only care is the gust differential speed. You can find yourself making several power adjustments to keep the wings level and the nose very up attitude. As odd as it sounds this can be very smooth landing’s . These flight design aircraft are incredible machines and I would like to go someday and watch a real pilot put it through the paces There is no perfect way to fly these aircraft however really “ please come play in my sandbox anytime .” farmer
  8. I wanted to add a little information to the Skymaster post On the single engine performance side of things originally Cessna did many single engine take offs at lighter weights to demonstrate the safety at this aircraft. I was told that at least one of those demonstrations didn't go well, or management had a change of heart, and Cessna stop doing that, as a sales technique . Did I mention that I love this aircraft model, my favorite pic of all time . This past trip to Canada we learned that contractors doing fire spotting work for the Canadian government still hire many Cessna 377's , we saw several park at airports. I talked to one of the pilots this year but I didn't ask him about the techniques that were used In the past, which was to shut one down and stay on the station up to 10 hours at a time, when they were fighting fire far from their home field. Because of the overhead fuel tanks, and on some models long range tanks, which can crossfeed to either engine you can burn all the fuel anywhere you want to. If this seems risky to you I'm sure most know that during search and rescue missions with a C130 you shut down the outboard two engines and do your work on the inboard two engines. There are some weight limitations, fuel on board, survival gear etc. etc. the limit when you can do this . I have even heard of pne story that while running on two engines a C130 required a shut down of one engine and could not successfully restart any of the three offline engines . In that case the pilot just came home on one . Life is good. Farmer
  9. Farmer

    Portable GPS

    I agree with the iPads capacity however the iPad Pro, which my old eyes like the size, becomes problematic as compared to the 796 with the XM service. 796 is hardwired, and as required Kenny Rogers is my traveling companion. In The light sport aircraft the Dynon the Skyview is what were used to looking at. We must all remember looking outside is the goal here. please enjoy this shortened week with friends and family Farmer
  10. Farmer

    Portable GPS

    Our various aircraft have different GPS units installed. The quicksilver has a 295 Garmin, the newer c 172 has G-1000. The CTLS 696 plus sky view, the CTLSI a 796 plus sky view, the Superstol a 660 plus sky view and the older 172 a gtn 650 plus 797. if I could have only one unit it would be the 10 inch touch skyview. If that is a problem for space or $, the 796 is my choice. We always have IPad Pro running with garmin pilot as well as foreflight, they spend most of the time in the aircraft side pocket for lack of cell service. However the stored data in foreflight has helped sometimes. CAUTION The Garman 796 shut down on me for 20 minutes three years ago at the very wrong time Something about a firmware update, and it shut down for a much shorter time on this most recent trip. It is a VFR device and I do not find the synthetic vision to be very useful in the 796. The terrain feature is very useful in any of these units when you're in unfamiliar territory . Farmer
  11. Columbus was right the earth is not flat and contrary to this threads inactivity Duane and I did not drive off the edge. It may take two posts to summarize the trip but here goes. When you are a senior citizen who is not retired and take six weeks off for Adventure travel you get really behind in your work. We got so involved in the trip and it's planning, and execution that something had to give. I recommend a trip like this to everyone but when you're halfway through your 70's it tends to be quite a physical and mental work load. Can hardly wait for the next leg of this flying adventure in the Americas. The Aircraft, which is a 172 k model preformed flawlessly. With 60 gallons of fuel on board and a new Garman, IFR, panel we could go anywhere they would sell us Fuel, and did. One of the nicest features on the aircraft upgrade was placing a 797 Garmin on each yoke. That with the JPI 450 and the GTN 650 garmin made for good situation awareness. Final accounting on the trip is not complete however it looks like about 80 hours of flying, and more than 8000 nautical miles. It appears we use about 600 gallons of fuel. The landing fee billing are still coming in from the airports across the country, about C$17 per landing. Aviation fuel is not readily available above the Arctic Circle. But neither are there airports. Where we could find Fuel the higher prices were about $3.45 per liter. Pulling up to the pump and adding $500 of fuel is not for the faint of heart . Most times we arrived at the airport without a ride or a room We did spend four nights in the tents at the EAA air show. Best Oshkosh fly in I have ever attended in all these years . We remove the backseat and put in a couple of bins, bungee strapped to the floor. This was for the tent,sleeping bags. and MRE, survival gear etc. etc. etc. where are well-equipped and never needed more than we had On board. We landed at 35 different airports of which 30 we had never seen before we were lined up on the final. One of the big issues on this trip was understanding the perimeters of the airports, how long, at what MSL and what traffic pattern, as well as the frequencies. The only flight plans that were filed we're the requirement to do so for international border crossings. This is not to say that we did not vigorously plan our next landing spot. We did not always land where we thought we would, sometimes a little weather, more often unbelievable scenery. More to follow what I get a chance, cook is calling and I always respond. Farmer
  12. Eric The Skymaster is my favorite airplane of all time. I had a 337G here in Hawaii and flew and her inter island for nearly 20 years. I always flew it single pilot and mostly only myself so it was a real performing aircraft. N1310L is still flying part 135. I really like your paint job with those colors. You're going to have fun . Farmer
  13. Very interesting day yesterday We worked our way north along the Hudson Bay to a town called Churchhill Manitoba This is where people hunt polar bears with the camera and will do that later today Churchhill had been served by a railroad who's tracks were washed out last winter and now they have no Road or Railroad and no aviation gas Most of our flying legs here are anywhere from 2 to 400 nautical miles Our alternate route Avairt also had a fuel pump either failured 10 day ago and had no gas We chose a southerly route and then turn north however Lynn Lake Fuel stop was struck by lightning and had no fuel either There was a Notam to that effect being posted three minutes before we landed On a picture of the airplane posted at Dawson city you will see a round hole behind the copilot seat That is a reserve tank TSO that we had installed in the baggage compartment to extend our range to about 6 1/2 or maybe 7 if we are carefull That means the old Cessna 172 is carrying 60 gallons of gasoline either 100 low lead or non-ethanol mogas we chose this engine so that we could burn auto or boat fuel if worst came to worst We are now at Churchhill a six hour flight from the closest Fuel when you consider the round-trip and the winds. Yesterday's wind we were 18 gusting 28 30 degrees off the nose and we spent most of the day at 500 AGL in heavy rain Duane has his camera ready we're going bear hunting Farmer
  14. Just a quick note to start this trip report. Duane and I departed KRYN today with first stop in GGJT about four hours. Next leg was KRIW about three hours. We have no hard schedule but we're hoping to go through Canada into Alaska and up to the Arctic Ocean. From there turn east towards the Hudson Bay. Then with the possible stop at the Oshkosh EAA event. We have put aside up to six weeks for this trip . This trip should have been in a C-4 aircraft but we know all about those issues. Unbelievably we chose the next best thing in our mind an old Cessna 172. It burns auto fuel and with a stol kit performs reasonably well in and out of gravel strips. Two of us in a single aircraft seemed better for this trip since removing the back seat and loading with survival find us right at Max gross weight. We have upgraded the panel to a very modern IFR capable platform. Cuba requires entry on a IFR flight plan. Part of the plan is if the Cessna gives us trouble, sayin Central or South America we can just walk away from the aircraft and our wives will still let us in the house. Will try to get some pictures and maybe even the spot track page. My apologies I know this is really not CT topic but several friends have asked see just how much trouble we can get into. No tough goals here just to seniors trying to have fun . Farmer
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