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Showing content with the highest reputation on 08/01/2019 in all areas

  1. 9 points
  2. CEA's are Cultured Epidural Autographs. The problem in the current case is the patient has insufficient "good" skin to perform allografts, where they take good skin and cover bad areas. What they're doing is taking small amounts of good skin and growing more skin cells in a laboratory using in vitro culture and appropriate growth factors. It takes the cells time to grow, but once they do so they can be engrafted onto the patient without fear of an immune response. The cow placental xenograft is quite different. They've used bovine cells called trophoblasts, that form a membrane in the cow placenta. These cells have the unique property of evading rejection (remember, they're genetically different from the cells in mom's uterus) by not expressing lots of immune molecules. Since they can evade rejection in a bovine uterus they can also evade rejection in a human burn victim. That said, the cells can form a biological membrane that will keep out pathogens and for a scaffold onto which the patient's own cells can begin to rebuild.
    5 points
  3. Holy cow... I was trying to put together a summary... It takes three pages to find most of the story... 1) The title needs to be updated to match the reality... 2) The backstory of the prop strike would have been helpful early on... 3) The pics that cover a different hose only confuse things... 4) If There are videos, I can’t see them... Something is marking their place, just not sharing it... 5) Were we thinking of a law suit, outing the previous owner, complaining about the PPI, or just getting down to business of what needs to be done to move forwards...? Around MS... the more accurate the details in the OP... the better the quality of responses is... If unable to give good details... that’s a challenge to deal with... If not giving good details for a different reason... try to move past that approach... What’s next...? Best I can tell, the OP has 10s of AMUs sunk into the project for R&R, OH, and prop... And the only thing for sure is an improper hose that didn’t get a pic... Sorry, I must have missed something in the middle... Best regards, -a-
    5 points
  4. Yeah, LEOs love to confiscate things, even from law-abiding citizens.
    4 points
  5. Its only required with life limited parts. But Mooneys don't have a single life limited part. Sent from my iPhone using Tapatalk
    4 points
  6. As soon as I can speak without jeopardizing insurance claims or affecting enforcement action, I will. Until then, I don't care how badly you'd like to know. Secondly, formation flying is not something one can learn from a forum like this, and likewise the details, cause, mitigation, etc, won't make nearly as much sense in a forum like this as they will discussed as part of a proper formation training clinic. So for those who really care enough to need to know, sign up for a Caravan formation clinic in the spring and learn the details. You're in no way obligated to fly with the Caravan, or to even fly formation. But chances are, you'll be impressed with the seriousness, professionalism, and safety culture promoted by the Caravan regarding formation flying. And for many, just like me, it's become one of my very favorite activities to do with my airplane. Many of us log upwards of 50 hours per year flying formation just because we enjoy it. And for my friends and I, it has easily replaced the $100 hamburger as our favorite good weather weekend flying activity. Finally, for the truly brave, or foolhardy, my right seat is always available for anyone who'd like to go up and see what it's all about.
    4 points
  7. I don’t agree with civil forfeiture laws when the value of the asset exceeds and is not included with the assessed penalty, especially when the asset goes to the confiscating agency. Such laws are the equivalent of state sanctioned piracy and encourage morally wrong behavior on part of those that society trusts with the application of force and justice.
    3 points
  8. Yesterday was the perfect day for having an instrument rating. Typical “June Gloom” along the California coast with overcast along the coast and clear inland. Departure and destination were both IFR, but everything inland was clear. Quick day trip to the zoo and back in time for dinner! 1. Waving to Papa as we flew by his house. 2. Petting the kangaroo. 3. Blowing bubbles at altitude - “Dad, do you have a lighter? I’ll bet this would explode.” I was zipping by at 180 kts getting ready to do the RNAV into MYF when I got turned away for “faster traffic.” I was offended until I learned the faster traffic was a group of jets going into Miramar. Then we started talking about Top Gun and my son said “I hope the second one isn’t full of a bunch of boring talking like the first one was.”
    3 points
  9. Most are freelance, but my guess is an employer isn't really interested. Back in the 70's they busted a guy for bringing in drugs from Mexico, not only did they charge him for smuggling drugs they fined him for not having a commercial ticket
    3 points
  10. This is so important, the FAA even made it a regulatory requirement in FAR 91.123(a).
    3 points
  11. Fix the plane to the best of your ability and move on. Many new adventures await and you will sleep better knowing everything looks healthy under the hood. Learning from this experience...is your current mechanic/shop fully insured?
    3 points
  12. As a pilot I prefer the EDM 900 because its the perfectly sized for our Mooney panels and I can place it in my immediate view, between my glass panel and radio stack. But if you are willing to do a full panel redo, you can do similarly with the larger MVP-50 or EDM 930. But as mentioned most will be end up with the larger sized units at the far right which is a bit out of sight except for the alarm annunciators that will be close to your instruments. But the size of the unit and were and how you place is pretty much personal choice and opinion. As far as functionality goes, when it come too engine monitor capability all three of these are super good and do everything you need to not only monitor your engine but also diagnose engine issues. The 930 is just bigger than the 900 but the MVP adds a bunch of things that essentially allow you to replace a mooney annunciator as it includes gear position and frankly a host of things like this that are superfluous to engine management and are redundant with what you already have. But some get excited about it. But the extra data recording has little value in my opinion yet adds considerable expense; especially to install. But in the end with respect to data logging for diagnostic value, all of these approved for primary units do an equally good job as long as you have them interfaced to a GPS and get a full set of engine sensors. The only real significant difference between JPI and EI you should be aware is that the EI CHT probes indicate ~30F less than the JPI probes. Lastly the EI CGR 30P & C are really for those with very limited panel space or just want to fill existing holes. But it ends up getting messy IMO when you end up installing 2 master annunciators and caution lights for a pair of these going the dual C & P route.
    3 points
  13. Flying formation is interesting... It takes aviation to a whole new level... Being a believer in Big Sky Theory... There are two places where the big sky isn’t so big... Final approach to any runway.... -and- Flying formation... So... there was an incident... And the Caravan has procedures to follow... For the continued health of the sport of GA formation flying... the procedures will be followed... That can be a bit awkward for people that are interested in knowing what happened... but, I don’t know a different way to find out what happened until the process is complete... To get a feeling for what is involved in the preparation for formation flight... find the Caravan web site... be prepared to read and memorize a lot of details... no detail is left un covered... You will probably see how the position of planes are maintained... It is a 3D environment. Maintaining space is done in 3D... There are many ways a plane can slow down on its own... so the spacing used, accounts for that possibility as well... a power failure would be like hitting the brakes... the plan covers for that as well... Formation flight uses many small changes of power to keep spacing where it is supposed to be... there are target airspeeds that lead is keeping... so don’t expect somebody to throw out the speed brakes, drop the gear, or cross control things to slow down in a surprising way... There are no brake lights in the tail, just more power or less power... There are even plans on how to exit the formation if and when that is needed... As far as secrets, clamming up, or nun’s fidlybits.... hold onto the conspiracy theories... As far as healthy speculation goes... I’m all for discussions that improve people’s knowledge of flying and how to avoid similar accidents... even if it isn’t directly related to the facts of this situation... I was only a right seat passenger for two formation flights... far from being an experienced Caravaner.... If you are a pilot that likes the magenta line, and spend too much time looking at multiple color screens for traffic and weather.... The AP does the flying and power is set at FT the entire flight... Formation flight is quite the opposite... PIC is constantly looking at lead’s plane, adjusting power as needed... might get a glance at other things momentarily... it really helps to bring a navigator along... Wingmen really like to know who they are flying with... so the different caravan groups tend to stay together... they train together, they practice together, fly formation together... not a requirement though... many Caravan pilots know a group of B2Osh pilots and practice with them as well... without bumping into the slow folks... The MAG (mid Atlantic group) pilots have members up in Canada and the Carolinas... and everywhere in between... So... If the rule is don’t hit lead... you have to pay attention 100% of the time... Lead won’t see you coming... there are various guidelines and rules of thumb to make sure you stay in position... if you get out of position, make the adjustment to get back in position... you can’t count on the plane to get there on its own... One thing that throws things a bit... all the planes flying are stirring up the air quite a bit... the effects of turbulence can be expected... the effects may not hit all planes evenly or at the same time... on a hot sunny day... there are plenty of causes for turbulence everywhere... The flight from Madison to KOSH was a brief flight... If you haven't flown formation before... See if you can go right seat for a flight... PP thoughts only, not a formation pilot... Best regards, -a-
    3 points
  14. You apparently didn't get the full meaning of my last posting. If the solution was going to be "Cancel IFR" why get into it with the Controller. I wasn't sure if I was missing something, or the Controller was in error. I figured I would spend some time on the ground sorting it out, if it was my error. If it was his error (it was) why embarrass him? As I mentioned, if it was IMC that would have been an entirely different story. I'm not intimidated by any Controller (not should anyone) and certainly would have gotten clarification in that situation.
    3 points
  15. I understand that you're quite ticked off right now. It's easy to start seeing everything as junk if you've been told your plane is full of "NAPA autoparts bullshit". I would respectfully suggest you post pictures of the offending parts and installations so that folks can see what you're describing. You may well have some installations and fasteners that need correction. You may also have a mechanic that's gone all "Eeyore" on you and is seeing problems that are not really problems. It has happened to me. You were misinformed about the governor line. It is possible that you've been misinformed about other things 50 year old GA aircraft are pretty crude machines in some ways. The brake reservoir on the 70s era birds looks like a can of lighter fluid with some hoses punched through the lid. The OEM breather tube is clear vinyl that gets hardened and stained and does not look very sophisticated.
    3 points
  16. I think you answered your question at the very end. The FAA always has a way to deviate a pilot for being stupid but I have never heard of them doing so without believing that the pilot had intent to do so. Furthermore, deviating a pilot in a accidental mishap is extremely rare. Even without any details of the incident, I really believe the chances of anyone being deviated here is nil. But perhaps when it's your butt and your're a lawyer you instinctly take zero chance risking it. I am also confident that there is zero risk in seeing an insurance claim denied from discussing it. But about what we don't know. We have nothing to go on, nada. Not even enough to assume either pilot did anything wrong since we know nothing of the external factors. For example we could learn that their was a third plane not in the Caravan that cut in front of the element and maybe the one of our Mooney's was avoiding it, or avoiding a flock of birds.... Who knows, except that external factors could have created the condition that led to the incident. Of course I wish the participants where more forthcoming so learning could take place. But the FAA, whom normally investigates incidents at least won't take nearly as long as the NTSB does. Sent from my iPhone using Tapatalk
    2 points
  17. I remember my flight instructor talking to me before my first family vacation with the plane. He asked if I was sure I had enough fuel and I explained how I calculated the required fuel as well as the weight and balance. Then he said "Well, it will probably fly OK a little over gross, but it probably won't fly OK a little under fueled!"
    2 points
  18. I agree completely. But before I spent tens of thousands of dollars, or hundreds of thousands, I would buy a round trip airline ticket for the seller to bring it to me, or alternatively throw in a couple of nights at a local hotel. I would also offer to come up and take it to the annual. Or at least take it to a very reliable MSC. Would I let someone take my plane that far away? Probably not. Would I take my plane somewhere at buyer’s expense for a free annual? Yes, especially if they put me up during a free annual inspection and paid for fuel. For me, if I am a buyer spending that kind of money, I want to get her into my hangar without any expensive, heartbreaking, frightening discoveries. And fighting legal battles a thousand miles away can get expensive. Your advice to buy local is very sound. In any event, no matter how nice the plane, money spent avoiding a stomach ache is well spent.
    2 points
  19. I believe that the Timbs v Indiana SCOTUS ruling (9 to 0!) made light of the 8th Amendment excessive fines claus. But too bad that decision was only like a few months ago. Yeah its absolutely ridiculous how much crap the governments steal. One of the worst cases I saw was when US Customs "seized" used Range Rovers that were allegedly imported illegally .The idiot CBP leadership made a huge PR circus out of crushing the Range Rovers to make an example out of the alleged illegal importers. Well it turns out that they didn't follow due process nor did anything to hear the importers side of the story (nor see evidence that they were imported legally). I believe this is still being litigated but CBP clearly screwed up BIG TIME.
    2 points
  20. Regarding Chutes in a plane - I find them to potentially cause someone to have a false sense of security and perhaps push the boundaries on their own personal minimums, aircraft limitations, and weather. I liken them to 4Wheel drive in a vehicle. When I use to live in Chicago - the vehicles on the side of the freeway during an ice/snow storm always seemed to be ones with 4WD or AWD. Why? Because people would turn it on and have a false sense of security in the weather conditions and drive like there was no hazardous weather. If the people had no idea that they had 4WD or AWD - they would be driving very slow and carefully in the hazardous weather with the added benefits of the AWD/4x4 but would not be pressing the safety envelope thinking "this puppy got power to all the wheels, I can do whatever I want"! Parachute is the same way, in the back of peoples minds they might think "well if shit hits the fan I can always just pull the chute" The parachute is designed for when you have a stroke in flight or somehow a wasp stings you in the eye. It is the key to getting down safely. It is not to be pulled because you were an idiot and fly into crap weather which made you piss your pants in fear (but you can still pull the chute and hope the storm doesn't rip it to shreds" As long as you are flying and not thinking about how your parachute is your get out of jail free card, they are just fine. As to the event in OSH - we are all naturally curious as to what happened especially since it involves our aircraft type. It is wonderful everyone walked away and damage appears to be minor. It is understandable that people want more info - 1. Helps them become more aware overall as a pilot 2. Our aircraft type 3. try and use the information to better prepare themselves and not be added to the list. 4. - some folks probably want to hear the details so they can say how they would never allow such an event to occur to them. <<#4 crowd sucks btw In time we will all become aware as to what happened. Ideally the FAA won''t be too overly reactive and instead be proactive for future events. This can be used as a wonderful learning experience for everyone especially if very little action from the FAA occurs. Those of you that have never had an insurance claim, declared an emergency an emergency or had a flight outside of the normal realms of TakeOff/Landing may not be able to understand the emotions going through the pilots minds right after the event as well as the days/months after the event. After a bit of time and especially once you get your aircraft back, you have a whole new appreciation for flying, you pay more attention to details, and (unless you are a POS) you understand that it can happen to anyone (including myself). Advise for the day from me - Don't forget to monitor your fuel quantities, if you engine drops RPM but doesn't shut off - be sure to check the fuel selector, and fly the aircraft to the ground. *** also - no one knows how their mind will react during an emergency situation - only after are you able to see how you did in a true emergency. It is also hard to say more training is needed when you don't know that such a circumstance could arise. This is often why new training comes out after events - because a gap in a process is identified that was not known about prior. It is impossible to be able to think of every single scenario of things that could go wrong. A split second can cause an incident or accident. Being able to systemically put together the prior chain of events that lead up to the incident/accident is what makes the GA pilot community safer. It also helps in weeding out worthless regulation issues. You feel your contact falling out and you try to catch it while still being in your eye and not falling to the ground... doesn't necessarily require everyone and their mother to have to go take some kind of recurrent training. - Colgan crash in buffalo is a perfect example - "OMG regional pilots don't get paid, omg regional pilots being hired on a 250 hours. we must raise the hours for a regional to 1500 hours"! ... somehow that came out of the Colgan crash investigation where the captain had over 4000 hours and the FO over 1500 hours. Pay is much better now, FAR117 helped reduce hours worked in a day and month - which is good - but 1500 hours had absolutely nothing to do with that crash.,
    2 points
  21. Oh God I have been suckered into drama on MooneySpace. The one last bastion of real and work avoiding space in my life. I am off to huddle in the corner of a clear mountain stream in the high reaches of the Nepal wilderness.
    2 points
  22. Do you need a valid medical to be hired as a smuggler ? Sent from my Pixel 2 using Tapatalk
    2 points
  23. For what it’s worth, I have bought two used aircraft and each time I paid for an annual inspection with my mechanic at my expense rather than a pre-buy inspection. I also placed a deposit in escrow. The signed sales agreements in both cases stated that if the plane passed the annual, and/or the seller corrected any airworthiness deficiencies, he would then receive the deposit. If not, then I would keep the deposit and the seller received a free annual inspection. Both times the sellers readily agreed to this arrangement and it worked out fine. Saved me a ton of worry, both sales went through, found a lot of problems in advance.
    2 points
  24. From Jenny last night Mark’s surgery went well - it was a relatively easy one. They took skin cells from his the unburned part of his thigh and grafted a patch on his upper torso. They’re called autografts and it takes 5 days to see if it takes. They have a higher success rate than the skin grafts grown in the lab in Boston called CEAs. Unfortunately, none of the CEAs grafted on his front torso a few weeks survived. The goal for today’s patch is to create a donor site where they can take more skin cells to graft. Also it’s better to run his lines there where it will become healthy skin rather than burned raw skin. Starting Monday, once we see how his autografts do, they can decide next steps.
    2 points
  25. Just got done with IFR Certs at Silverhawk and the ramp guys teased me with this when I came to pick it up.
    2 points
  26. Which should survive an EMP event.
    2 points
  27. The 930 on the right side is basically like A 900 right in front of you. It’s larger, but further away. And more expensive.
    2 points
  28. Oh great. Now he will have ANOTHER reason to post pictures.
    2 points
  29. Plenty of real estate for a 930, just depends on how much other stuff you want to keep. Large size is real nice. Data download is useful at times for troubleshooting. Leaning features are real nice. Overall, I’m very satisfied with previous owners purchase! 900 gives about the same info and would definitely be fine as well. Can’t go wrong with either. And yes, there’s not much fuel left in that picture. 12 gallons, burning 8.3/hr, 9 miles from destination. 11 gallons of fuel on one side to use for pattern/landing. I’m relatively comfortable with that. Anyone else not, Id like to know if I’m not being smart. Fuel Remaining estimate from the fuel flow was showing 13. Both are conservative when I top it off - they both show slightly less than actually in the tanks.
    2 points
  30. Electronic security threats are entertaining. Just so you know I work at a software company and sometimes we issue CERN alerts. The tricky part is to tell people that there might be an issue, but not tell them how or why not to do so some who did not know does not go and exploit the vulnerability. Entertaining enough a $35 Raspberry PI will transmit. As everyone learned in flight school there are transmitters on the ground that provide directional guidance. as we know things in the air transmit further. It was an interesting read on the professional pilots forum when there were GPS issues in a part of the county a month or so ago. Some planes did not launch because ops spec did not cover some modes of operating without gps. There are lots of ways to shut down the country. The good news is terrorist like big flashy targets to make bold statements. So the FBI can focus on those events.
    2 points
  31. Actually we can learn lots through triangulation. I have already learned one scenario is not valid. I could keep going and offer up another theory and see if that one gets rejected also. This is why people get their computers and email hacked. Even the official statement will be vague and not provide lots of details. This thread is why it is not a real safety culture. A real safety culture would have had a safety stand down. Everyone would have been briefed on what was known at the time, how to proceed safely based on information available. not "rumors were circulating the whole week" This should have happened within a day and a week later there would have been an update. Safety cannot exist when people are told to keep their mouths closed to protect people's reputation. You cannot have safety without everyone participating. Also Safety is not our license to operate our planes. I have worked in an industry where small towns can disappear off a map. That is where safety is your license to operate. /soap box off/
    2 points
  32. Lots of drilling out rivets today. Kinda slow going after that. Drilled a few more rivets to remove the defrost plenum. I haven’t started cutting the deck yet, as I was vacillating on how much to cut away as well as planning for a few other things.
    2 points
  33. Yes, I really like the E’s and their performance. Seems like a lot of bang for the buck. Like a lot of us, we’re trying to figure out how often we’ll actually use the rear seats. I suspect not as often as we think.
    1 point
  34. I track mine vs Hobbs time. 10gph. I usually run 100 rich of peak but high altitudes, like 10-11, so fuel flow is about 10.5-11. Ground time brings that down to 10 gallons per hobbs hour, almost exactly. Yours seems pretty dang close.
    1 point
  35. ^^^^ THIS ^^^^ Building a working exploit for a single device that doesn't glitch or crash the device is hard enough. Building working exploits for multiple devices that must coordinate their actions and do so without being apparent to the pilot and ATC is orders of magnitude more difficult. Nobody will waste their effort with that unless there's a specific target and the attacker is well-funded. Based on the complexity and limited scope of application, that's solidly nation-state level work and not something any of us will ever have to concern ourselves with.
    1 point
  36. being a smuggler doesn't necessarily make you a bad pilot.
    1 point
  37. That's sound advice but not practical if you and your mx are in SE Michigan and the plane is 1300 miles away in SW Florida. This is why I try to keep my purchases as local as possible.
    1 point
  38. As a teaching point, Don’s scenario reminds me to always be ready for an unexpected hold as I move from en route flight to arrival and approach. Are their printed published holds along my route on the low ifr route charts or on my planned approach? Am I ready to copy and implement unexpected hold instructions? etc. Holds for weather, radar outages, and other IFR traffic are not as rare as we may think.
    1 point
  39. I’m in full agreement with that fuel situation. Better to have it all in one tank rather than split between two tanks.
    1 point
  40. As it was explained to me last night. Rule number 1. don't hit your lead. Rule number 2. Don't hit your lead. The lead has to maintain SA of the wings. The reason for non caravan people to know about the caravan incident is to evaluate if caravan is for them and something that would fit into their risk profile for flying. I was able to talk my wife into me becoming a pilot by explaining that more people died in Bicycle accidents per year than GA small plane accidents per year. Now she flies with me because if we are going to meet Jesus then she would like to do it together. She would prefer I pilot myself to place vs. dealing with all the crazies on the road.
    1 point
  41. Tell me about it, I came here expecting to find high compression pistons, a cold air intake and a fart can muffler....
    1 point
  42. Its not uncommon to find the wrong / missing hardware and automotive parts on older planes. Pre-buys don't catch everything and even less when the plane is leaving the area and there's little chance it will be coming back. You are not the first to find issues on your 1st annual after the purchase and unfortunately you wont be the last, during my M20E pre-buy I found dry-wall screws holding some of the interior together, while cleaning up the engine bay and baffling on the 172 I fly there was a 5/8" x 3" piece of garden hose on the engine breather line that had been through (6) annuals and at least (12) 100 inspections. It sounds like your A&P is looking things over a little closer than the ones before him and is going to straighten it out...... Interested in knowing what rubber line the photo goes to.
    1 point
  43. You politely and for the record did call him out on it with "Since there are no holds on any of the airways..." If his supervisor sees fit, he will get a proper beating
    1 point
  44. I actually agree with you. It wasn't my call, I'm a newbie, and I'm not in charge of anything. I think it should have been discussed openly so we could all learn from it.
    1 point
  45. In the in-between hot-start and cold-start conditions I've sometimes done a partial prime or very short prime to start and that has worked fine. This is on a Lyc IO-360.
    1 point
  46. With no information about what happened, we can't speculate about potential causes or learn anything . . . I agree that there does seem to be a double standard here . . . . "Those we know" vs. "strangers who we read about on the interwebz"?
    1 point
  47. Haha. You corrected me last time, and I still got it wrong. Typical Georgian.
    1 point
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