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Showing content with the highest reputation on 05/19/2016 in all areas
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Early on in this thread I told my story about PSA testing, and subsequent radiation treatment. I was about 67 when the treatments were started. I'm 81 today, and in great health. My grandfather died at age 94 of prostrate cancer, and my father died at 97 (just got tired of living), and my great grandfather and his father all lived to their late 90s. No guarantee for me, of course, but after my PDA scores were rising, I was not going to take chances. I did not want to have prostrate cancer worries on my mind for the next two decades (with luck), and so I had the biopsy that revealed an "aggressive" cancer. Sure the statistics about more men dying with prostrate cancer than dying from it may be valid, but as an individual I really don't give a damn about the statistics. I would urge discussions with you trusted medical advisors as to what course of action you should decide to take for yourself. A lot of literature out there, and some of it is bogus. We probably pay more attention to learning how to use our new avionics boxes than to pay attention to our long term health3 points
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Had a great flight today. LA-Bay area-PHX! Airplane did great! Marine layer is back in LA...Super choppy from Gorman all the way past hollister. However, it only knocked my headsets off once. Later I had time to trouble shoot some rear seat comm's my girls were having issues with.Turns out the mic's are dead in back...go figure. Good news was my #1 comm is rock solid again. The angled right angle coax B&C fell apart in my hand when I went to check the issue. I installed a new B&C and it is really clear again. I guess 51 years is enough for the little guy. Fresh oil drain now too. The CCB-37000 is now approved (per Curtiss) for oil. Spruce's website is not up to date yet. They just received approval this year. Anyone else having trouble posting pics lately? I cleared a bunch of memory in my phone and I think it might be taking higher Rez pics now. Who knows. Looks like only 1 loaded. Have fun!! -Matt3 points
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14 weeks in a hangar is not a long time. I would just park it. Unhooking the battery wouldn't hurt, in case there is something on the hot buss.3 points
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Have you been to the Air Force Museum in Dayton, OH? It's a fantastic collection and admission is free. Their brand new fourth building opens in a couple weeks.2 points
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We had a big discussion this morning about this. Some of these 430 and 530 boxes are going on 19 years old. I know there are 100K of them out there, but I feel that eventually they can't get parts from their suppliers and they will say after this date, no more servicing these boxes. Trek said as much on BT, that they will continue to support GNS navigators until suppliers can't supply parts, then they will do a group buy of remaining stock then that's it. I can't see them supporting these units past, about 2026 or so. They've already done this to the GNC series, and the 28V GNS. King no longer makes displays for anything they had, and so on.. however, the other persons counterpoint to my argument was that Garmin would be foolish to kill repairs on the GNS series, for fear of outraging their customers. They'll force suppliers to make parts for the next 15 years at least. I think once you completely own the GA market, you can indeed kill off the old products, in fact, it may be advantageous to do so. They will have to buy new ones, and you're the only one making new ones. This is very common in GA, look at Lycoming and their 60K new IO360, the Beechcraft 3700$ strobe power supply or 10k elevator skin, or the lower cheek cowls for the 172RG, 60 grand for two when it's geared up. Manufacturers actively seeking to end economic usefulness for aircraft through repair and parts prices So, anyways, it's all speculation, but when is a Garmin 530W going to be non-supported? My guess is 8-10 years from right now... But it's just a guess, and I said this 5 years ago too.....2 points
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Say what you will about Garmin, when you call aviation tech support, a real person with real knowledge answers the phone.2 points
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I believe their repair policy regarding the non-W units was entirely related to the lack of spare parts to support repairs. The W units got an entirely new/different circuit board IIRC, and they still have spares for these, for now at least. Remember these debuted almost 20 years ago, which is several eternities in the life cycle of modern electrical components. I'm sure many of these are long out of production and there is a finite supply sitting in boxes at Garmin, and eventually those will be gone. Many of the much older avionics are supportable since common items like resistors and capacitors fail, and are easily replaced. When an 20 year old IC chip fails, sometimes nothing can be done. Try finding a TV repair shop today...same issue. Old TV's consisted of many common components that were replaceable, and modern ones do not have much that can be replaced. I just wish a modern GPS/com box cost the same as a new TV...2 points
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Marauder, My flt aware was right on with no gaps except for a short spike in alt which I see a lot on other a/c. I just pulled my Transponder and found the contacts to be very dirty. I cleaned them and the antenna and will fly test with ATC on monday2 points
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Chuck Ebbecke. He is a Master CFII. His M20J is based out of Bonifay, FL (1J0). He was a MAPA Safety Foundation Instructor and currently a FAASTeam lead for this area.2 points
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Here is a video from yesterday's trip to CYTZ from KERI. https://youtu.be/RBhHY3QVN-Q1 point
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I've been to Sky Manor a number of times- am I missing something?1 point
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The most labor-intensive part of a DME retrofit is installing the "channeling" wiring, especially if you want to channel to two Nav receivers. (This channeling wiring permits the DME to tune itself to the DME channel associated with the VOR in your Nav radios.) . If you buy a KN64, for example, and install it with just DC power and antenna wiring you can select the channel manually. That will save a lot of hours. It is more pilot workload intensive, of course: After you set your VOR to (for example) 109.4 you must then select 109.4 on the DME using the front panel controls. Not hard, just another step. You should route the DME audio out to your intercom/audio panel so you can ID the DME station via the Morse identifier. If you ignore the audio, channeling and suppression lines, the simplest installation just needs dc power and antenna connections and no existing wiring needs to be touched. Install the DME antenna as far as you reasonably can from the plane's transponder antenna. Six or more feet should be enough, says the KN64 install manual. Used panel DME boxes with their trays and connectors are very inexpensive these days. I suspect a resourceful CB could buy and install one for 1 AMU total (connecting power and antenna only). As for utility -- I had a DME along with two WAAS 530s in my previous plane. In 500 hours I don't recall using it "for real" even once. Now and then I'd turn it on to see if it still worked. There is ONE reason we had it aboard -- DME is (still) required above FL240, and that's where we cruised. {FAR 91.205 paragraph 9 (3) covers this}1 point
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Nice looking panel! I have to admit that I did not realize the waas (or similar) approaches are not available in the EU. I understand why you just want a working unit.1 point
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None of this will change until the FAA relaxes the certification standards. When any mom and pop electronics company can produce avionics and get them certified for a reasonable amount of money, the world will be flooded with extremely reliable and capable avionics for a reasonable cost. and if they are not reliable the market will reject them faster then the FAA can write an AD.1 point
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Can your iPad steer your autopilot to minimums on an LPV approach? Does it transmit with 10w of COM power? Does it recieve the ILS and show needles for that? The iPad may display lots of weather, approach plates, and traffic, but its not a replacement for a GPS NAV COM1 point
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The torque limit switch is different. 6 inch-pounds in the -02 and 11 inch pounds in the -04.1 point
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I regularly fly into KORL. I would recommend using flight following so Orlando Approach can direct you in. They will almost certainly keep you below the Class B shelf close in to KORL, but its not that bad. Since its your first time to the field, and although the airport is not that hard to spot once you know where to look, I would recommend using Foreflight or dialing in the approach so you can see an extended runway centerline. The FBOs are fine, but the gas is not cheap. I use Sheltair since that is who I hangar with, but I have not heard any complaints about Atlantic since they took over from Showalter.1 point
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Yes....! 3.5 months isn't that big a deal for a heathy battery. Might put an overnight trickle charge on it before you fly when you get back.1 point
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My surgeon was the head of the urology department at the University of Washington. He had undergone a radical prostatectomy himself within the year prior to my surgery, so I knew I was getting a straight answer to the question "what would you do if you were in my shoes". I had talked to more than one of my clients who were in their 60's or 70's whose prostate cancer had spread beyond the prostate and resulted in a very messy situation requiring radiation and hormone therapy. I am still confidant I made the right choice. If I had been 70 instead of 47 I probably would have made a different choice.1 point
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No replacement for dis... To get an extra 100 hp, go IO550. Lasts for 2,000 hours. Call the plane a missile. to get the same extra 100 hp at altitude, add a pair of snails. Call it an acclaim. to really improve the take off distance and climb rate remove the interior niceties. Call it an Eagle. Nitrous and high compression ratio pistons, go experimental. Mooneys are cool! Best regards, -a-1 point
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So, I looked at the race car blogs. For a 50 hp boost on a 350 Cu in engine, a 10 lb bottle will last about 3 minuets. That will cost you $351 point
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The Reno Air Race guys have been doing that for years. It works, but it's dangerous. Just like in cars.1 point
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Yes burn holes in pistons and tips off spark plugs (be there done that) if not metered precisely with an additional fuel source and timing retarded accordingly. Probably frowned upon by the crash investigators...LOL1 point
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Make sure that when you're on final it's for the correct runway. Or airport for that matter.1 point
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I had a discussion with my Avionics Technician today, who explained the issue I had seemed to be confined to G1000 with TAS-610 active traffic. The wiring schematic supplied by Garmin showed two heading outputs from the G1000 to both the TAS-610 and GTX-345, while there was a separate heading signal from the GTX-345 to the TAS-610. The solution was source the TAS-610 heading signal via the GTX-345 only. I was also told my installation was the very first in Australia, and the techs here deserve some recognition from Garmin for doing their R&D for them.1 point
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WTH is a "solo check ride"? When my solo came up, it was completely unexpected. My instructor must have had all the other prereq's out of the way and I had nailed 4 landings in a row. He said pull over to the ramp a minute and when we got there, he got out and said, "go fly the pattern once". (I later found out this was his m.o., not giving students time to build up anxiety about their solo). When the first one went good, he told me do two more as long as we still have radio contact. I thought the plane had nitrous oxide once my stubby 200 pound CFI vacated the right seat. I DID still hear his voice in my inner ear as I was doing everything for the first time without him beside me.........matter of fact, I still "hear him" giving me advice, once in a while, 23 years later.1 point
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This is exactly the issue- most men dying in their 80s and 90s have what looks like cancer in their prostates, but it never impacted them. And PSA testing would have pointlessly picked up a large fraction of these and led to unwarranted and potentially risky interventions. Also screening tests work best when the disease of concern is common in the population being tested. If aggressive prostate cancer is rare in a given population (e.g. in all men over 40), then the test will inevitably pick up many more of the common cancers that don't matter over ones that do. If you pick a different population (e.g. a select subset of younger people with known genetic susceptibility to develop agressive cancer), the story could be quite different. But there's no consensus on the populations that should be tested presently- probably better genetic tests will ultimately sort this out. Certainly universal PSA testing led to entrenched financial interests that helped perpetuate it. But there's also a lot of folks out there who are driven to sort out these challenging issues and get it right. I wouldn't totally throw out the baby with the bathwater here.1 point
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My wife, who is an internal medicine physician and a professor of medicine has mentioned to me a couple of times that more people die with prostate cancer than from it and that many times men are rushed into radical prostate procedures by urologists. From what I understand from her there is growing consensus that the PSA test is not an evidenced based test, particularly the way it is routinely given in the U.S. I for one would do everything possible to avoid any type of invasive treatment or removal of the prostate given the adverse consequences which I understand can be severe.1 point
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I did a medical flight today from KSAW to KDET, taking two patients down, a girl and her mom for cancer treatment on the girl, and a very young man for screening for a future heart transplant. He was riding in the front seat with me, and sported "blue" hair, so I didn't take a picture of him as I thought he would be uncomfortable with it. The mom in the back has received quite a few flights for her daughter, to DET for treatment of her daughter, and is a huge supporter of our organization (hosting fund raisers). We probably only take them down about once a month, and she drives for the other weekly appointments (2 day event). We left at 7 AM EST(which means I left home at 4:30 AM CST to make the trip from my home airport) and I had them home by 1:45 PM. This is the first time I've seen mom with hair, as she is battling cancer as well, and has the most unbelievable positive attitude. Third picture shows a bit of ice as the TKS is clearing it off.. Speed down in the Bonanza was not too bad this AM, but we paid for it on the way back. http://flightaware.com/live/flight/N7256A/history/20160516/1100Z/KSAW/KDET1 point
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Would you mind sharing this wiring reconfiguration solution, as this is a common with some of the GX Mooneys and others will be facing this same issue.1 point
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If you have the later model Mooneys with the second gear door, remove them before landing on a grass strip.1 point
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I had an exhaust pipe welded by Dawley a few years ago for an 82 Warrior. They were a short drive from my mechanic in East Troy, WI, and did a fantastic job. They were very quick as well.1 point