Cyril Gibb

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?

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? It would seem that controllers just issuing a sequence would be equal. Just two examples of where "cleared to land" was misinterpreted as being the next to land. Would the ICAO single clearance have made a difference? https://www.flyingmag.com/aftermath-cirrus-crash-june-2016/ https://www.youtube.com/watch?v=pAWy9mjnrYM

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 interesting if our European members would comment to see if they follow ICAO regs or not.

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. When you’re cleared for takeoff or cleared across a runway, it means the way is clear. Why not in perhaps the most critical phase in flight are the pilots expected to be on the frequency long enough to know how many aircraft have also been cleared ahead?

Following up on the custom Mooney mugs my son gave me last Christmas is this 3D printed Gladys Christmas tree ornament.

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.

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

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.

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 of avoiding a charge •charges in respect of recreational and private aircraft must not be unreasonable or undue

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:

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 if anyone has personal experience with the same setup as I have, and moved to the Garmin nav package. Specifically, can I use my existing nav and terrain data cards moving to Garmin, and does the single programmer work for both navdata and terrain?

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.

Oops. I shouldn’t append before my second coffee. I got the wrong mod. My bad.

I’ve been out of touch for a while. Any mention of a price? Then I can do the unfortunate conversion from real dollars to Canadian pesos.

I've run Thompson stems from time to time and I've never seen such rough machining in any of them. The steerer pinch bolt holes look like they were opened up with a hand held power drill. Is that the way it came from the factory?

To be clear, he isn't recommending that engines be run within that range. He is warning that those are the upper limits. He very clearly states in the Advanced Class video that CHT should never exceed 400F.

Good question re:chrome cylinders. I hadn't thought of that.

7-8 hours per quart is very high for newly broken in cylinders. I’d expect at least 10-12, especially with fresh oil. Since it started high and gradually got even worse it’s probably a break in issue. Broken rings would be a relatively sudden increase in oil consumption, and too coincidental for two cylinders simultaneously.

Did the increase in oil consumption happen suddenly, or increased slowly over a period of time? What was the oil consumption after break in, and what is it now?

Buttonville has fees, even for just dropping off a passenger. Also, with road construction season open, a cab to downtown Toronto (and back) would be expensive and very very tedious. Being a CB I hate to say it, but overall, paying the Toronto Island fees saves time, aggravation and $$. I'd use Stolport FBO.

Two way 180 degree average will only be correct if you have 0 crosswind component.

A clinic in Canada (Ontario?) would be attractive. Early June 2020?

Am I the only person who’s a bit surprised at the lack of security at an airbase with a pile of F18s present? Are there many unattended airbases where you could just walk to F18s without anyone noticing?

Just willing to learn, not starting a war... If one aileron is broken off entirely or was flopping, wouldn’t the opposing aileron be almost as effective? If it were a worst case scenario where the whole aileron mechanism were jammed in full deflection, wouldn’t the rudder be able to counteract the roll? In my plane, based on my slipping practice, if the speed is >90 knots, the rudder has more authority than fully deflected ailerons. Below 90 knots, the ailerons have more authority than the rudder, so keep it fastish. It wouldn’t be a pretty landing trying to flare at 90 knots, but it would be survivable.

IAS or TAS? WOT or not? RPM? Ram air open?