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DXB last won the day on April 26 2018

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  1. Hmm - I originally thought this AD didnt apply to me - it starts at 6800079 for the C models, and I have 680002. Then I noticed the comment in to check older models to see if they have the nylon grommets rather than the older mica bearing blocks. So I did that. Hmmm. The rear bulkhead passthrough has no grommet whatsoever - I don’t know what a “mica bearing block” is supposed to look like BTW. Can it break and fall off? I also see zero wear on the tube- like it’s never been in contact- luckily. So I need to install grommets and tape? Am I missing something?
  2. Seem like great options for people with certain legacy autopilots. Does this mean I can't use BK as a punchline anymore.
  3. I think you can just post the link from the flight pulled up in Savvy Analysis.
  4. Not sure - just thinking aloud. I'm assuming 6 doesn't normally run hotter at that altitude / speed/ power configuration (are there normal comparison flights to examine 6?). It's pretty tight with the other 5 cylinder temps throughout the recording, so I'm guessing the hotter CHT in the time frame of the high EGT is a consequence of whatever is going on. I would not expect a fouled plug to raise CHT under any conditions. A partly clogged injector might, depending on how lean it was running because of the clog? I'm sure you're going to check your plugs on 6 regardless.
  5. Would the higher CHT on 6 during the high EGT period make you favor an injector over a fouled plug, which should not raise CHT?
  6. If you have an Aspen, you can pay a couple amu for a software unlock, with no external sensor needed. Supposedly this works quite well, even has indications that account for flap position, whereas most others don’t. We hear the AV-20 version of this is not so great. I think the new MAX version will even push the nose down hard for you if it thinks you’re screwing up - oh wait that’s software on a completely different aircraft. ....too soon? I’d really like the idea of a HUD if I were ever to get an AoA sensor - not really an option on my Aspen. For now I think I’ll just leave some decent airspeed margins, not bank steeply at slow speed, not jerk the plane around, and not try to squeeze into any tiny strips in the backcountry.
  7. Good reminder that these exist. I've never encountered one in the wild, just in the didactic environment.
  8. Ha I paid the $20 a couple years ago - the sticker is now faded and illegible
  9. The short bodies are funny birds. They can carry a lot of weight but not a lot of volume - having higher density possessions may be the way to go if you own one . Aside from opening a portal to another dimension from within the aircraft, I'm not aware of any other solutions. Oh - one exception - Some of the old ones didn't have hat racks, and it is possible to install one. Mine was installed during the troubled final days of the Nixon administration. I rarely wear a fancy hat that needs storage, and you can't put much weight back there (10lbs), so its utility may be a bit limited. I use it to store my canopy cover, life vests, and aircraft documents. It's best to put stuff back there that wouldn't kill you if it were to hit you in the back of the head someday...
  10. Humidity of course matters but I'm not sure about humidity alone being the dominant factor - my 51 year old bird used to live in coastal Florida for some time but has a steel frame that is pristine at last check a couple years ago. I do get lots of condensation in the plane in my hangar, which I worry about. I agree that living outdoors and repeated exposure to rain , not drying out in flight, and old insulation soaking up water to hold against the steel tubes likely do matter a lot. I think there was a case of steel frame corrosion recently on a regularly flown plane (might have been in the FB group - I couldn't find on here) where the owner found the relevant leak in the rear window seals. It's reasonable to think a good cover would have prevented that, if one did not notice the issue with the seal. The baggage door area and the top air scoop worry me a lot too, and a cover would help there also. The area that perhaps worries me the most is the wing root seals- i probably need to look closer at those and how to get them tight. Their appearance does not inspire confidence, and no cover will help that area. I'm not sure what the right technique for fogging the steel frame with Corrosion X or ACF50 is - The cabin seems more challenging than the wings and tail. I'm pretty sure only my wings and tail got treated last time.
  11. I live in the area, and getting a VFR class B clearance in NY has never been a problem - just ask, no secret code word or anything needed. When I was a new VFR only pilot and going around the Bravo on flight following, they would even offer it to me without asking! I was so intimidated by everything back then that I would usually decline sheepishly. They will have exactly one altitude for transition in each direction, so if that doesn't work, you'll have to stay clear.
  12. I think being cleared for the visual gives you wide discretion on altitude and maneuvering here, as long as you maintain airport or aircraft ahead in site in VMC.
  13. True, and I'm not aware of any leaks, but I also don't trust my ability to find a leak before it's too late. Belt and suspenders, because the stakes are high.
  14. We hear of planes being totaled by steel frame corrosion. I religiously use my cover when traveling and not in a hangar for this reason and others. Water proof seems a higher priority than stretchy. I wasn't aware of this issue of paint damage from wind flapping though.