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Cyril Gibb

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Everything posted by Cyril Gibb

  1. I think you're correct. My bad. The assumption that I had been making is based on "flight time", where takeoff/landing were from/to a stop. If the definition of takeoff/landing was based on "air time", then a series of touch and goes would be ok for currency. Since there isn't any specific definition for night currency then I'm wrong. Many of my landings involve a series of touch and goes. This could save me a lot of time come the fall when I need to get current again.
  2. Night currency in Canada requires full stops. And for our US friends, night flying in Canada requires a "night endorsement" which includes 10 hours of instrument dual and night cross countries etc. PPL Instrument dual can be carried over.
  3. Welcome to the heretic club. There are lots of members.
  4. Yes, it has happened. Only took a few seconds of freezing drizzle to kill the engine.
  5. A thorough engine run, probably a short flight would be needed to do a valid compression check. That should show some filter particles if the cam/lifters were really spalling enough to give a dial gage anomaly. The important point is that an engine sitting long enough to get a little rust on the cam has probably set the spalling process in motion before external checking will detect anything. Unfortunately, popping off cylinders is the only way to make reasonably sure. That, in itself can create maintenance induced failures. Purchase a plane that’s flown often to minimise, but not
  6. I think checking the oil filter for metals will identify issues LONG before any reduction in lift will show, and would (should) should be part of any prebuy. Redundant.
  7. This is for T6061 aluminum. I can't find the graph I saw before for aluminum cylinder heads. Anyone? It's reasonably alarming, particularly because Lycoming sets the redline temp at 500F. My personal redline is 400F, but even then only momentarily before taking dramatic action. Temp (degF) Tensile Strength (ksi) Yield Strength (ksi) 75 45 40 212 42 38 300 34 31 400 19 15 500 7.5 5
  8. I was under the impression that all aircraft interior materials were supposed to be self extinguishing. Why did the entire passenger compartment burn so completely?
  9. Thanks guys. Replaced a bad fuse on the transistor panel. It works now to find the fuse behind the breaker panel
  10. I’m putting this here because a j model might be the same as my F Does anyone know the location of the transistor panel in a 75F? Similarly does anyone know if the 5a fuse off the circuit breaker panel (flaps/autopilot/gauges row) is collocated or remote?
  11. I think the thread has gone somewhat sideways from my original intention. I know that the PIC has the final say on items to maintain safety. That's not in contention. My point was to question the advantages of multiple clearances to land (only used in the US) to a single clearance to land everywhere else in the world. If there are any other countries that allow multiple clearances, I'd welcome the information. If pilots, and not controllers, have the primary responsibility for separation, runway obstructions or any other go-around reasons, what does "cleared to land" really mean?
  12. Just to be clear, I was just commenting on an append regarding multiple cleared to land instructions, nothing to do with the specific Kansas accident. Sorry for the implication. In Canada there is NO multiple simultaneous cleared to land instructions. Never. Only one aircraft is cleared to land, and then only if the runway is clear. At my very busy training airport, I’m often number 5 or 6 to land. It’s not unusual to enter the zone after the first one or two have already called in and given a sequence. In that case I don’t know where all the other aircraft are. It would be
  13. It was mentioned again as a personal experience in the Kansas crash thread. Why does the US not use the ICAO clearance philosophy. There’s no shortage of deaths as a result of several aircraft ALL being cleared to land on a given runway. Outside of the US, when you’re cleared to land, that means the runway is yours. In Canada (ICAO rules) if you’re on approach with other aircraft the controller will say number 3 following a whatever.. If there’s an aircraft dawdling on the runway for takeoff, a plane on final will be told to expect late clearance... It doesn’t make sense to me. W
  14. Following up on the custom Mooney mugs my son gave me last Christmas is this 3D printed Gladys Christmas tree ornament.
  15. You beat me to it. Took longer than expected to blow out the driveway at the cottage. I got the emailed report in about 5 minutes after submitting.
  16. I didn’t change whatever the factory default was. I’ll send next time I’m at the airport if I can get connected. PAPR_20191212_C06892_416231262.pdf
  17. I wish I'd seen this before going to the airport today. I set it up using a friends android phone on Thursday, but tried unsuccessfully today to connect on my i-things. The good news is that it passed the ADSB test with 0 errors.
  18. My annual cost for aeronautical fees in Canada is 67.20 last year, escalating massively to 67.40 this year. That's about the same as my annual fee for the US customs sticker. Pretty insignificant. The legislation/agreement states that the fees can only cover actual expenses. No profit. Privatisation CAN be a good thing or it CAN be an unmitigated disaster. eg. Two of the many enforced limitations on fees that specifically relate to private GA: •charges must not be structured in such a way that a user would be encouraged to engage in practices that diminish safety for the purpose
  19. When I'm listening to the pitch for a potentially life-saving technology (meaning my life or my passengers lives), I don't believe more than what is explicitly stated. People extrapolating what is explicitly stated as a limitation is the reason we have insanely large warning labels on damn near everything. eg. do not use snowblower on roof; and:
  20. I have a GNS430W and currently use Jepp nav data. For the last 2 updates, the update has failed if I use the latest Jepp JDM application. After doing some problem determination, I can successfully load the navdata using an old version of the JDM. I think it's because I have the silver (old) navdata card as opposed to the orange label (new) data card. It's going to cost me a couple hundred bucks just to buy an orange label card. Additionally, the obstacle db is outdated. It might be time to move to Garmin... less expensive too Speculation abounds on Al Gores interweb, so I'm asking i
  21. If you are referring to the ICAO definition of MSA, it means Minimum Sector Altitude. The MSA guarantees 1000' clearance within a 25 NM radius. A student pilot dropping 100' and hence keeping 900' feet above obstacles to avoid entering cloud sounds like a reasonable, safe and prudent action. He should be applauded for making a good decision under the circumstances.
  22. I use SPLnFFT on my IPADs. It's got a self calibrate function, but I have no idea about accuracy. I just used it to get a relative measurement for my soundproofing.
  23. Although the referenced sound levels were stated to be DB (total sound pressure) vs DBa (perceived level within human hearing range), you were correct to assume they were DBa. Those levels are WAY too low to be DB. That said, my soundproofing efforts did get me a cruise DB reduction from 106 to 97 and the DBa from 92 to 79, so it can be done. The original 92 DBa seems close to others reporting typical F levels and the "soundproofed" 79 DBa close to J levels, so the effort gave me old model J levels from F levels. Not withstanding the measured loudness improvement, It's still LOUD.
  24. Oops. I shouldn’t append before my second coffee. I got the wrong mod. My bad.
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