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all of these flying magazines are written for the ultra rich now...that is why it is just one big advertisement. if you want in the weeds info on real life stuff you must be on mooneyspace or beechtalk...

A single bottle refill system will drop down pretty quickly over a few fills to not be putting that much in to the bottle (unless you are using some sort of pressure boosting system, but those are pretty pricey). You are right that you don't want to just dump the O2 from one to the other, you have to modulate the flow to a trickle to keep the bottle from heating up too much. The supply bottle valves are often not that great for small adjustments, they can be hard to turn, can stick, etc (they live a hard rental life). That's where the trans filler setups work. They are designed to make it easy to cascade multiple bottles together, and provide the easy adjustment to slowly trickle in, and the bleed valve is very useful to bleed the pressure off for disconnect. The separate gauge on the transfill setup is also useful for checking bottle pressures, yes in a single bottle systems, the end point pressures should be equal, but the gauge might not be accurate, you might want to know before connecting what the bottle pressure is (it'll change significantly based on the temperature of the bottle). Also, don't forget the pressures involved here, you don't want to close off both valves and still have 2000 psi in the hose that you are slowly backing off the threads until you get to a point that it starts to bleed off the pressure (or the few threads left can't hold back the pressure and rip off and the hose whips in to your face, and the hose and/or bottle is permanently damaged) If you do get a transfill setup, remember that even with the bleed valve, that does not remove the pressure in the lines behind the regulator, only in the interface between the regulator and the bottle being filled, so if you ever swap the bottle(s) out, gotta make sure to open the regulator and bleed those lines too.

I recently purchased a '67 M20F as a project. All the brake and flap hoses are original. I plan to replace all rubber hoses and replace all seals, gaskets and o-rings in the master cylinders, calipers, parking brake and flap actuator. I know it can be a bit pricey and a lot of time, but then I should be trouble free for a while.

I flew up to Rotterdam where the street art is off the charts. The biggest challenge of Rotterdam is pop-up thunderstorm cells. I studied the weather, and studied and studied. Everything said stable weather the whole time. Then the morning of departure, boom! Pop-up thunderstorms at both ends of the runway. Luckily they disappeared as quickly as they came, so it's wasn't a big deal. I don't have too many pictures of the flying, but here is one, plus examples of the super cool street art with one work in progress

I'm going to revive this thread instead of starting a new one, as I'm currently ordering parts to build a hangar setup and I'm a little confused by the transfill kits for sale. Since I'm NA, I use a portable Aerox bottle with a CGA-540 fitting, and I recently leased a 300cuft tank of oxygen with a GCA-540 fitting on it. It seems like I should be able to just buy a clean hose with CGA-540 fittings on each end, attach the two bottles, and modulate the flow with the supply bottle's valve to keep things from getting too hot until the two tanks have equalized. However, I notice the aviation oxygen equipment suppliers (Aerox, MHoxygen, etc) sell FBO transfilling kits with bleed valves, pressure gauges, and even regulators. Is any of this necessary? A bleed valve seems like it would be useful, but an additional pressure gauge seems redundant when the small tank already has one, and I don't understand what would necessitate a regulator on the transfill line since all we are doing is equalizing two tanks, and the speed with which this happens can be regulated with the valve. Can somebody more experienced enlighten me on what is really necessary for those of us that are filling tanks for personal use?

Limited supply of a mandated product = $$$$$$ but what is the alternative? A dead airplane! As our segment of aviation gets smaller (1950s -1990s) it ill only get worse. The price goes up until the customer won't pay it. The cost to maintain an antique will only rise Look at the new car market and all the "dealer required " items we have now. THAT will only get larger as we move along and they want recurring payments for software just like big tech does today in the software field. Enjoy it while we can for our segment of aviation is going away. Time marches on.

A buddy was having one of our local prop balancing guys do his airplane, so while he was here I had him do mine, even though I didn't really have any complaints. He said mine was pretty good to start with, but he did manage to get it better. On his instruments it wasn't a huge change (I don't remember the numbers), but it was a difference. Interestingly, even that small change was noticeable in the airplane. It really did make a noticeable difference, which I thought was pretty cool.

That was apparently a $600k payout for the insurance company. My understanding was that the insurance company was going to pursue GAMI for recovery. That certainly seems like enough to motivate them to do that. It won't take many of those to do some serious damage to GAMI. If they're insured it may make insurability more difficult going forward.

Or acquire $10b worth of Intel stock.

The FAAs super conservative approach to the introduction of new technology has a lot to do with the regulations and guidance and the slow pace of change. In this case - before RAIM, the FAA concern was probably you would arrive to a VOR approach and attempt to fly it with a bad GPS signal, thus the VOR must be operating. Now, there you are wanting to fly the GPS version of the VOR approach, the VOR is OTS and you can't legally do the approach. Seems silly.

When you convert a 252 to be an Encore, you get an Encore POH. So the power settings are for the -SB engine. Also, yes you are limited to the Encore ceiling.

Yes.

I am in the camp of, choose a gear operating SOP and stick with it. Always.

Sure, if I want to lose half of everything in the ensuing divorce

Yeap, 18 GPH is what I would expect on a 180 HP engine

The Performance Tables in your POH should have Sea Level, full power fuel flow. The one for my C does. Should look something like this. I have 180 hp, and max fuel flow is 18.2 gph.

Whatever works for you. But for me, dropping gear initiates descent whether VFR or IFR. Checking the floor indicator on final will save me if I somehow forget.

Yes - I have the original MP/FP gauge from my '68C - it looks just like this one and sits on a shelf in my office presently as a display item. I can only vouch that working in 2015, when I installed a JPI-900 and took it out. Maybe we could work out a swap? I feel kinda bad offering though. This was the single most horrible gauge in our old planes - iit brings a line containing fuel through the firewall to the gauge itself! I was very happy to get rid of it. Feel free to PM me...

Agreed. Rule if thumb is around 1 GPH per 10 HP. So around 20 GPH would be what to expect.

Since the spot welded clamp was a $300 part when the AD came out, and the riveted clamp is over $1000 now. And both had the same traceability and liability issues, it really seems like the main component to the current price is greed.

https://www.amazon.com/s?k=traveljane&i=hpc&crid=2BLRGHVIT99LM&sprefix=traveljane%2Chpc%2C84&ref=nb_sb_noss_2

I am in the camp of gear before flaps always. That way you have the least drag that might be a clue on final. I may put down the gear on the 45 to downwind if I am trying to fit into training traffic. Otherwise, it is mid field downwind. FYI Ks have higher gear speeds than your C, so that makes a difference also.

A long time ago I instructed in a C-150. This was in the days where 80-87 had just gone away and the O-200 was not happy on 100LL. We just a bit of MMO in the fuel after having some valve sticking and it did not have issues again.

It's been a long time, but I once did an Angel Flight connection in Amarillo. I wanted to go into AMA, but the other pilot wanted to go into Tradewinds. I asked why, and he said it was because he wanted to avoid the busy Class Charlie airspace and prefer red the non-towered Tradewinds. I insisted on Amarillo because it had a restaurant, (TDW didn't have one then) so that if he was late, we would have a place to sit down and have some coffee. So we ended up at AMA where he and I were the only airplanes taking off or landing during the hour and a half we were there.

Lower RPM have higher amplitudes.