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DXB last won the day on April 26 2018

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  1. huh? The tinfoil hat-conjured kind or is there another definition of chemtrail?
  2. Just to clarify - this is the identical plexiglass-safe cleaner (pictured below) I've used weekly for >4 years without issue, so I doubt it's residue from that. $3 at Lowes or Home Depot. I recommend it highly. One can also buy the identical product for $8 from Skygeek to get the assurance of quality and safety provided by re-pricing it for the aviation market . My two current oil/grease leak sources are well known to me and are watched closely (minor leak of liquifying Aeroshell #6 on back side of prop blades, also a small leak from the prop governor). Neither had increased or has ever left even a hint of oil on the cowl. It seems unlikely that either of these got to the windshield without leaving any trace on the cowl. In addition, there a similar film was left behind on all side windows to a lesser degree - I can't see how this would come from the cowl. These observations led me to believe that there might have been an industrial pollutant suspended in the rain itself (e.g. is this acid rain residue?). I tried to take a picture but it was impossible to capture the appearance on my phone's camera. I was just curious if there were any similar experiences out there. I thought acid rain wasn't an issue any more given emissions controls.
  3. Something odd happened during my IPC today. My windshield appeared clean when we started. We had a brief encounter with light rain, and a white hazy film remained on the windshield in the streaking pattern of the moisture as it dried. It was bad enough to mildly impair forward visibility. I wondered if it was a little oil on the windshield, but it was not oily to touch. We landed and found no oil on the cowl or evidence of a leak under the cowl. I cleaned off the windshield with Zepp foaming cleaner (the only cleaner I have ever used, same I use it after every flight). We entered rain briefly again on the next short leg and the same thing happened. My instructor has decades of experience and had seen nothing like it. Back at the hangar, I detected a similar film, though much lighter, on the side windows as well. Is this some kind of pollutant in the precip that leaves residue when it dries? Or maybe a pollen residue on the plane getting washed up onto the windshield in flight? Any related experiences?
  4. Agree with all who say run, don't walk - it is not worth the financial risk. Buy a plane that is in annual and flying. If you decide to go forward, I agree Brian (Orionfit) is a terrific resource. Also talk to Dave Mathiesen at Airmods in Robbinsville NJ for further guidance. He knows these planes, and his shop has knowledge and resources in getting them moved places better than anyone.
  5. Looks totally sloppy in comparison to my install - sorry don’t have a pic handy - will try to get one. My hoses are measured to allow it to be carefully suspended away from everything else - I think some rigid ones were used also to immobilize it completely- will have to look - the transducer itself is fixed in place like a rock even though it is not ziptied to anything. Why in the world would someone simply lay such a critical component on top of the cowl flap? My ends of the firesleeve are closed off with safety wire (what good does the sleeve do with the ends gaping open?). The electronic connector for mine is carefully routed and secured to the hoses and engine mount, not flopping in the breeze like yours. Also the fluctuation in flow is not normal at all- an artifact of the sensor not being properly secured maybe?
  6. Hi I'm at KPNE - I'm sure we can figure something out...
  7. You should see 2700 at rotation speed. Full power with brakes on should give around 2650.
  8. Top of the yellow arc is pretty common for me on the ground at low idle. Having it drop out of the green at any other time would indeed be alarming, so I’d want the alarm to stay. This is where the flashing red warning of the digital instrument could be a lifesaver.
  9. Beautiful work...can you show us some pix?
  10. My needle was at full deflection for the FAC. And even if I were already very close to the FAC, telling me go direct to the FAF is simply the wrong way to issue the approach clearance - it goes against the most basic rules for controllers giving vectors to final and shouldn't ever happen in Philly or anywhere else. Last night I had a discussion with my favorite instructor, who reviewed the tape as well. I wound up agreeing with him - controllers know the rules for how to vector someone onto final very well, and it's unlikely this controller would violate those ingrained rules deliberately. Instead, she simply brain farted by thinking PACKS was an IAF or IF and not the FAF. If that was really what she was thinking, then my saying "how about 180 to join the FAC?" as @midlifeflyer suggests might have led her to see her mistake but also might have generated more confusion if she didn't. My instructor suggested something like "you want me to cross the FAF at 3000 and then start the procedure?" to make it clear she was sending me direct to the FAF. Regardless, my brain was poised at that point to hand fly an intercept (basic autopilot) and proved not plastic enough to shift into analyzing what was going on when I got that bizarre instruction.
  11. That is indeed a GREAT article! A caveat is that being a savvy negotiator has a learning curve and takes some experience. I now gone from a brand new baby IFR pilot to one in the awkward adolescent phase, just trying out these negotiating skills, seeing what works. But one certainly has to try to negotiate in order to develop the skills over time.
  12. I went through the same frustration 4 years ago when I got my EDM900. The early obsession is a good thing and part of the learning process. Switching alarm settings in the device can help. The brain also automatically develops a filter for the TMI stuff it does, and it becomes less of a distraction over time - you simply readjust what you see as normal vs. concerning. It is worth poring over your downloaded data early on and understanding what it shows. Paying for analysis is one good way to learn the types of information that are inherent in the data and learning how to look at the data on your own. Also, if you look at paid analysis carefully and ask some questions, you will find that the data is easy to overinterpret - the service sometimes ascribes potential problems to features of the data that can have other, more benign interpretations. Thinking through these limitations is another part of the learning process. Despite this learning curve, the monitor really shines is in helping narrow down the problem when something is going wrong. At these moments, it is worth its weight in gold for safety and peace of mind. And the diagnostic efficiency it offers will ultimately offset the cost.
  13. Thank you - I agree this may have been the single best way to handle the situation if I could have come up with it in the moment. I've gotten more assertive with ATC in the modest 1.5 years of IFR experience under my belt (particularly when it comes to dodging weather), but my lack of confidence when I get an instruction that doesn't make sense is still hard to overcome sometimes - discussing with folks like you here helps a lot.
  14. I pulled the tape. Relevant portion starts at 27:45ish. My callsign is 71L. I didn't get the quoted wording perfect in the post above, but I think the meaning of the controller instruction is the same I think. She told me to go left direct PACKS rather than intercept the final approach course, told me to maintain 3000 until established. She didn't sound that busy, and it would have been no more work to give me an intercept heading rather than tell me go direct PACKS. I don't get it. I spoke with Philly TRACON - they were polite and receptive. KPNE-App-Sep-02-2019-1530Z download.mp3