wombat

I would not call that hangar 'tight' with two planes. Check out my hangar. Driving an hour to go fly seems crazy. I lament the 15 minute drive I have. For me the nearest instrument approach is an hour drive away and there is no way I'd ever consider keeping a plane there instead of near home. Maybe take a look at historical weather and see how often the conditions are below the MVA, and if so, how long they are below. It might be faster to just wait out the weather in a hold or at another airport than to do an instrument approach and drive an hour.

This is what I got from ASEI with a replacement spinner. For mine (which I unfortunately didn't get any pictures of) the forward bulkhead is a plastic piece that fits over the front of the propeller hub that is shaped to fit with the inner wall of the spinner. You shim it forward and backward with rings like giant thin washers such that it has just a little tension on it when the back of the spinner is screwed onto the backplate.

Be sure you get the right connector for your plane. I think all of the permanent installs use the Scott connector. This is what I bought: https://www.aircraftspruce.com/catalog/pnpages/13-18992.php

It's kind of hacky, but I load up a new flight plan on my iPad with ForeFlight, then transfer that flight plan through the FlightStream to the Garmin. This overwrites the old flight plan. You can even do that with the same flight plan just to start 'fresh'.

I installed one in a 182. It worked fine. The engine (Continental O-470L ) started a bit easier with that mag. Not enough performance difference to be noticeable. It did show slightly better fuel usage (either reduced fuel burn or increased speed) but it was such a small amount I could only tell through careful measurement. Although I could run a little leaner at low power settings (wide open throttle above 10,000 MSL) where it wouldn't run smoothly before. I could tell which one was which when doing the mag checks both on the ground and in the air. Turning off the regular mag did next to nothing, a slight rise in EGT. Turning off the electronic ignition had a much bigger effect.

Don't know about the 225, other than it's probably similar to the 150. Basically you fly on heading or nav mode and as you are flying toward the approach course (from under the glide slope) you press the approach button (APR) and APR will blink. When you get close to the course, APR will go solid and it will track the course (GPS, ILS, etc). When you get close to the glide slope, GS will go solid and ALT will go off. The pilot's guide can be found here: https://www.bendixking.com/content/dam/bendixking/en/documents/downloads/006-18035-0000_1-KFC-225-KI-525A-Pilot-s-Guide.pdf The front course ILS directions are on page 20 & 21 (Page 23 of the PDF)

That's a great flight! Huge range for a little GA plane like ours!!

Way off topic, but whatever... How about this as an idea to make it easier to spot the damage of a crushed nose gear strut tube? You drill and tap a small hole in the tube, reinforcing the area around it with another layer of steel to make up for the reduction in strength of the hole. Then you fill the tube completely full with a brightly colored dye. Make sure there is no air in it by applying a vacuum first. Then you insert a small pressure relief valve (Link to an example below) so if the tube is crushed at all, it will expel a significant quantity of the dye. I expect the net weight gain to be about 1 pound, which is unfortunately well forward of the CG. Install costs will be about $2,500 per aircraft ($50 each for the valves, $100 for the dye, and 20 hours at $110/hr to remove the nose strut assembly, drill, tap, fill, and then re-install, plus $100 for the STC paperwork) And to get my STC approved, it'll be... Let's see... destructive testing on 25 strut assemblies, at $500 each to purchase ($5,000), plus 10 hours of engineer time each at $250/hr ($62,500), plus 2 lawyers 25% time for 3 years at $450/hr, ($1,500,000) so I'll need to sell....16,7500 of these, plus 65 per month to cover the cost of the loan for this while I'm getting it paid off. https://www.central-lubrication.com/Bijur-Delimon-19139-Pressure-relief-valve-31-bar-for-SureFire?gad_source=1&gclid=Cj0KCQjwsPCyBhD4ARIsAPaaRf3w4XIYqUJQUKM7uE_JXWfMr40NjHlmJ37PO-rq97LGdpv1S82CvT0aAov0EALw_wcB

Industrial Oxygen: $65 exchange ABO: $250 exchange, and they can get it late next week. Medical Oxygen: Unknown; they won't quote a price without a prescription. So I refilled my plane and portable today. Looking forward to using O2 a lot more often.

I think that the right model for any person depends on the person and so many other factors. My primary flights are: 100NM over mountains through ice, about weekly. (2S0<->KBFI) 266 NM over mountains through ice, about quarterly (2S0<->KCVO) 1271 NM over all the mountains, but usually not a lot of ice, about semiannually (2S0<->KFFL) I'm really happy with my K. The turbo makes getting to the altitudes where I have a lot more options so much easier/faster. And the longer flights go by much faster. But this is only really useful for me because my budget can absorb this cost. And because my bladder can deal with this flight length. And my risk tolerance can deal with the altitude. And my budget does not cover anything better/faster/pressurized/turbine.

Maybe something I can do is make a video while trying to shut a door in flight. That would be fun.

Absolutely in agreement. Specifics about a given plane is personally identifiable.

Sure they can make data non personally identifiable but anonymous data would not really be useful to the buyer of a specific airplane. It would be more like "Here is aggregated data about this model of aircraft and/or engine."

@redbaron1982 is right. And I pretty much agree with @exM20K's proposed policy statement. There are two types of 'sharing' or 'using' going on here. Their policy says that they can use PII (Personally Identifiable Information) "for the purpose of providing or improving Savvy’s services to its clients or other Users." This is what happened that caused this whole thread to start. They also say "Savvy will not sell, trade, or otherwise transfer to outside parties the User's personally identifiable information." but they do note that they can "share User information with third parties, provided that the information is not personally identifiable" They can't provide your engine monitor data to a 3rd party unless that third party is a user or client. But if they make it non personally identifiable, they can.

@kris_adams That section is explicit about applying only to information that is "not personally identifiable" and they clearly call out engine monitor data as personally identifiable. With more context, it reads: Savvy may, from time to time, share User information with third parties, provided that the information is not personally identifiable. The User grants Savvy a worldwide license to use, host, store, reproduce, modify, create derivative works, communicate, publish, and distribute such information.

Savvy says pretty clearly that they consider engine monitor data personally identifiable; that part is not really up for debate. What could be non-identifiable would be something like "The average number of CHT seconds over 420F per day for TSIO-550 engines, for all TSIO-550 engines with data" IFF (If and only if) they have at least some non-trivial quantity of different TSIO-550 engine data during that time period. It's interesting that @kortopates seems to have had the same expectation that most of the rest of us did, that Savvy would not provide your data or derivative information from your data to other customers.

Yup. That's how I read it too.

I think this is really the most important part. They include engine monitor data in their definition of Personally Identifiable Information, which they say they can use to provide services to their clients. So..... To me this is poorly defined but I'd say that if you were a prebuy client for a plane that I had uploaded data for, it is within their policy to provide my engine monitor data to you. This is not my favorite policy and while I'm not about to go deleting my engine monitor data, I am probably going to (very slightly) more aggressively look for alternatives. Also, they can use the data you uploaded to help prevent fraud. So if someone said in an ad that their engine was 200 hours SMOH and always ran cool but the engine monitor data shows regular trips to CHT500, reporting on that would also be within their policy. https://apps.savvyaviation.com/legal From that page it says: What information does Savvy collect and store online? Personally identifiable information Savvy collects can include credit card information, contact information (such as name, mailing address, email address and telephone numbers), insurance information, aircraft information, aircraft logbook data, engine monitor data, oil analysis data, communications with Savvy on the website ticket system and other information necessary to service the User. Savvy reserves the right to retain the User's information even if the User ceases using the Online Services. Users can review certain personally identifiable information on Savvy's website, and can request that Savvy modify certain personally identifiable information by contacting Savvy through email at privacy@savvymx.com. Savvy does not collect information from anyone under 13 years of age. Savvy's website and services are directed at persons older than 13 years of age. How does Savvy use the information it collects? Except as stated elsewhere in this Privacy Policy, personally identifiable User information is only used for the purpose of providing or improving Savvy’s services to its clients or other Users. Savvy will not sell, trade, or otherwise transfer to outside parties the User's personally identifiable information. This does not include trusted third parties who assist us in operating Savvy's website, conducting Savvy's business, or servicing you, so long as those parties agree to keep this information confidential. Certain information provided by Users is shared with the aircraft service centers that do examinations, inspections and/or maintenance of the User's aircraft. Information provided by service centers might be shared with Savvy's clients. Nevertheless, Savvy may disclose any User information to third parties if Savvy believes the disclosure to (i) be necessary to comply with any law, regulation, subpoena, or court order, or (ii) help prevent fraud or to enforce or protect the rights and properties of Savvy. Savvy may, from time to time, share User information with third parties, provided that the information is not personally identifiable. The User grants Savvy a worldwide license to use, host, store, reproduce, modify, create derivative works, communicate, publish, and distribute such information. The license continues even if the User stops using Savvy's services.

Yes, I know the product is the same. But also, there is no place around that will refill a tank for me. I have to exchange the tank. And they'll take care of any purging and testing of the tank. So I'm going to have the tank exchanged because what's in this particular tank right now might be someone's homebrew oxygen concentrator to a compressor made out of an old VW engine that they previously used for chlorine, ammonia, and the covid virus.

While there may be no physical difference between the products labeled as ABO and other oxygens, there are legal differences. At the very least, you can buy ABO and other industrial oxygen products without a prescription but you must have a prescription to buy medical oxygen. Regardless, I'm not planning on breathing from the tank that I bought second-hand from a random dude off of craigslist, when he said the last time they looked at this tank was about the 2008 economic turndown. And I guess it remains to be seen how much if any difference there is in the price between ABO and other industrial products.

So..... I apparently can't click on the correct things, and the part I ordered that I thought was a CGA-540 Male to Scott 9/16-18 Male was actually the wrong gender on BOTH sides. What the heck? So I've bought the correct one, and test-fit everything, being careful to not touch anything with my hands that will be in contact with the pure O2. I also bought a CGA-540 to Puritan Bennett adapter for my portable bottle. Next step: Get my current non-ABO bottle exchanged for a full ABO bottle and refill my onboard tank. Unfortunately I had very poor oxygen management on my last flight and depleted my onboard O2 to about 100 PSI so it might be worth going ahead and buying a second bottle so I can cascade them. Or not. Once I've got that done and have actually done a refill I'll take some pictures and post it here.

I kind of get your point, but I don't think it's a gray area. I think it's pretty black and white that Savvy (and/or any other company) cannot share your data with anyone else without your permission. Your phone company shouldn't tell anyone other than the account holder anything at all about your account without a court order. Your email provider should be the same. Same with your doctor, lawyer(s) if you have any, and accountant, and so on and so forth. I don't think SavvyMX should even admit that they have any data at all on an aircraft without the owner's permission. They could accept a request to share without admitting if they have any data or not and then forward the request to the owner. If the seller is scummy and is hiding pertinent data and the buyer was materially harmed by it our legal system is the way to redress this situation. I commend @Schllc and @kortopates for working through what happened and figuring out that there was a process failure. I hope @kortopates can work with the rest of the SavvyMX staff and make an improvement to the process so this doesn't happen again.

I'm not going to argue with anyone who says they tried it and couldn't get it to shut. Every airplane is different. But I was able to get my E's door to shut.

I get sleepy when hypoxic. Didn't know that was one of my major symptoms until I I did the altitude chamber. Now I do and if I get sleepy in the plane, the first thing I do is check my oxygen level.

I'm glad you found the problem and got it fixed and nothing was damaged and nobody hurt!