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Flew Stornoway to Dublin today. Enjoyed whisky at the Jameson distillery

Your analogy overlooks several critical distinctions. A “home gas station” for cars or motorcycles does not exist in the same legal or operational sense that a based airport does for an aircraft. For ground vehicles, fueling options are abundant and geographically dispersed, and traveling to a different station to purchase the required fuel typically carries no additional operational risk. In contrast, an aircraft based at KRHV is subject to the airport’s exclusive fuel availability. If 100LL is unavailable on the field, the operator must either: Use G100UL, or Conduct an additional flight solely for refueling elsewhere. The latter option is not equivalent to driving to a different gas station, it imposes additional cost, scheduling complexity, and operational risk, including extra takeoffs and landings, which statistically carry higher accident risk. From a legal perspective, when a governing body or facility owner removes the only on-site source of an essential, approved fuel, while continuing to permit operations of equipment that requires it, it could be argued that they are effectively compelling the use of the substitute fuel. This is a materially different situation from retail fuel market dynamics for cars or motorcycles.

One thing to remember is that with a constant speed prop, with lower air density it will run at a higher pitch for the same RPM. So while prop "indicated air speed" is lower, the angle of attack is higher.

Since the discussion about G100UL has gotten kind of depressing, here's a happier note I saw in my EAA newsletter today. The Lyondell UL product fueled the Unlimited Experimental category at the AirVenture Cup this year. https://vpracingfuels.com/blogs/press-releases/vp-racing-aviation-ul100e-wins-at-eaa-airventure-cup I haven't seen much about the VP / Lyondell fuel recently, but they seem to be taking the hint about materials compatibility. https://vpaviation.com/ (It's the top mention under "Testing Achievements" ...)

I think as far as silly talk, comparing a motorcycle and its fuel, maintenance costs, regulatory environment, and risks pertaining to an engine failure vs airplane, it’s a….. a wee bit different Plus federal tax dollars with assurances didn’t build the local quickie mart gas station

My home gas station stopped selling ethanol free. My motorcycle requires ethanol free. I guess I’ll sue the gas station after my motorcycle blows up for not providing me an alternative. you understand how retarded an argument that sounds like right? I bet you don’t.

The fact that the airport has prohibited the sale of 100LL is, in itself, a strong endorsement pushing pilots toward using G100UL. The argument that “we didn’t force you to buy G100UL” might hold more weight if 100LL were still available for purchase. But as it stands, I can easily see an attorney making the case that the airport effectively forced all its tenants to use G100UL.

Well for that matter too much oxygen is toxic too. Diving on nitrox or just oxygen at 42% limits you to 60ft as any deeper and you risk oxygen toxicity when induces convulsions which makes it extremely hard to keep a regulator in your month by then.

It's my understanding that not only did the airport sell the product, but that it helped market and encourage sale. Am I correct?

Too much water in your nose is definitely a bad thing . . .

I’m not going to continue this circle talk. You will see how it turns out.

Before this thread is too old... Let's talk about oxygen concentrators. Do they introduce anything that could be hazardous as an aviator? The documentation I can find says they are not actually oxygen concentrators, they are nitrogen excluders, using zeolite to concentrate and exclude nitrogen. This means the concentration of other elements is much higher than normal. Below is a chart that shows this for 90% O2 and a 'perfect' concentrator that removes 100% of the nitrogen. From reading https://pmc.ncbi.nlm.nih.gov/articles/PMC9646629/ they say that argon starts to be a problem at concentrations of 33%, so I think this is not a hazard. I'm going to assume the other elements/molecules are equally nonhazardous at these increases in concentration. I have not done any thinking about water yet but as a pure concentration of normal atmospheric elements, I don't think it's hazardous. Gas concentrations with an oxygen concentrator: Normal Atmosphere 90% O2 concentration "Perfect" oxygen concentrator Nitrogen 78.07388% 5.75902% 0.00000% Oxygen 20.94836% 90.03845% 95.54066% Argon 0.93393% 4.01412% 4.25943% Carbon dioxide[6] 0.04120% 0.17707% 0.18789% Neon 0.00182% 0.00782% 0.00830% Helium 0.00052% 0.00225% 0.00239% Methane[7] 0.00018% 0.00077% 0.00082% Krypton 0.00011% 0.00049% 0.00052%

https://consolidatedfuelsystems.com/continental-fuel-pumps/ Great Planes Fuel Metering has been the go to shop in the past for Continental pump overhauls. Last year Private Equity Victor Sierra acquired them. ( They own McFarlane and Tempest, etc) Probably still good but with higher prices… Consolidated Fuel Systems™ Acquires Great Planes Fuel Metering https://consolidatedfuelsystems.com/wp-content/uploads/2024/03/Great-Planes.pdf

I flew my LDA+GS approach set up like this, having closed the DP sidebar after briefing the approach to declutter the screen. I’m still experimenting. Shutting off the glide ring looks like a good idea. —Up.

I now run ForeFlight for what it does best, Garmin Pilot for what it does best (SmartCharts for SIDs, STARs, IPs). I plan on canceling my Jepp charts since GP is a legal replacement and i can use the Gov charts. I don't fly internationally so those will suffice. I still really like ForeFlight but the DP approach to things are just ok and only support IPs for now… I do like the alternate airport binder auto create in FF - great add there Good to have competition… They’ll both get better… -Don

I would check with some of the more well known fuel shops like Aircraft Accessories of OK, QAA, and Mike's Aircraft Fuel Metering Service. Any of them should be able to OH your pump, some may even have an exchange unit available.

I had a medium-workload approach mid day today, and I found the FF display very cluttered and unhelpful. Just too much on one screen, and it just didn’t add anything. I’ll watch the video to see if I’m doing something wrong. I suppose I could turn off range rings and glide ring, and i had RNAV 14 CTL 6 selected as the approach which further clutters the screen. I'll keep trying to improve this. The flight plan page on G1000 resents this info much better for me. -dan

Does anyone know where I can get a rebuilt or new subject fuel pump (P/N 655921-4). Continental Motors was absolutely no help at all. Neither was Airpower!

Uhh yeah I don’t see it that way Remove proven product, replace product that doesn’t work and damages planes, still are listed as a airport with fuel, pay the man

I learned to fly at the original Glendale airport P37. It was a fun busy airport.

It would be really interesting to visualize/graph the different p-factors against density altitude. I wonder if all factors combine in the same direction, or if one is just a really large difference. Ignoring any inputs, I would assum you would need *more* right rudder as you have less authority with the thinner air. More importantly, how will a CFI be able to comprehend the idea of less right rudder? This is blasphemy.

A longtime ForeFlight user, I put the new Dynamic Procedures to use twice yesterday during mountainous IMC approaches, one of them a cockeyed LDA+GS down a valley to approaching minimums after a couple of soggy turns in a hold. It all just…made sense. I found moving to DPs a non-event. —Up.

There are some nice things about the Foreflight Charts, but when all is said and done I think the Garmin Smart Charts are both easier to use and provide data in a more useful form. The overlays on Foreflight are better, since Garmin doesn't have any--yet, as well as both visual on lighting and 3D view of the runway.

Very glad Foreflight is keeping up and am looking forward to checking it out. I was not enthusiastic about making the switch to Garmin Pilot.

I love GEU, I will probably always stay there. It’s gotten a little more busy lately with the new LSA time building school, but no where near as bad as GYR with Aviate. DVT is also not my favorite airport, I always get beat up in the pattern there with the wind coming off the mountains but it may be a little closer to you from Sun City. Billy