BDPetersen

Just, please, don't drain cold oil. Post flight, take it around the patch, whatever it takes. Flush out the bad stuff.

West bound over the North Atlantic one morning an eastbound Citation "alpha papa" came on the freq with a familiar voice. Poor guy was chatted up by everyone else on the freq trying to think of something to say to him. Very gracious man.

Like stuffing for turkey, emojis are evil.

We used the M-20D Master in fixed gear configuration for primary training in the '60's. It worked well enough. (It was either that or a Tri-Pacer). (The PA-28 really hadn't come along yet.) None of those were all that demanding in terms of stick and rudder skills. I guess for my money, I would opt for a 172 over a 150/152. More room, upward mobility (4seats), and I discovered a student could make more trips around the pattern per hour to offset the cost difference.

Seems to me we used to have two speeds, "minimum controllable" (not to be confused with the multi engine demo) where you flew at the nibble edge of a stall, and "slow flight" which was just that, flight at a specific speed with a stall margin.

Does hanging a hat require a logbook entry?

canadian geese are big birds, these are not pigeons, which the engines probably can handle, and they fly in close enough formation that more than 1 may have been ingested. Remember the standard FAA 4 lb semi frozen chicken shot into an engine for bird strike certification?

Wonder which Italian invented the selfie. Another essential to modern flight.

Then,of course, there is Marconi. How could we fly without a radio?

I'm aware of the altitude advisor, but my wish was for altitude/wind advice on each segment of a trip. Over, say, a 400nm trip the 1st 200 miles may be under significantly different wind conditions than the last. I remembering that Flightsoft was able to give that guidance.

I would like to see (and maybe it exists but I'm not smart enough how to do it) an altitude optimizer to account for best wind/altitude for each leg segment. Seems like I had that in previous flight planners.

Here's a derailed thread.

Interesting. Seems to be a difference between EZ Heat website application guide and the Spruce guide. I'm probably missing something.

Sounds like way too much fun. After years of flying out of farm strips I'm sorry to see so much aversion to grass. Any landing should be respectful enough of the nose gear to insure good results whatever the surface. Personally, with the pump down flaps in the "C", I use the technique of selecting flaps up in the flare and enough back pressure on the elevator on rollout to keep the nose wheel light. If I had flaps that could be confused for the gear switch, I wouldn't temp fate.

Pretty nice older T in north central Ohio sold for $12k. Newer ones $20. But be careful if you ever downgrade to Cirrus. 40' hangar doors are a tight squeeze. The older hangar was bigger.

As I review my memory banks I must ad that the failed unit was a Stratus II, possibly less than a year old. It was replaced by a Stratus IIs. My original Stratus lives on as a backup.

My Stratus did the same. Since it was a Sportys purchase, the first step was to send it to them for evaluation. They contacted me to say it would have to go to appareo with a charge of $150 ( I think) which they offered to split with me since I was a "good customer". About 10 days later I received a Stratus II (refurb). I was pleased. Depending on where you purchased yours, if it ends up back at Appareo, they will likely deem it unrepairable and do the same. The Stratus II has a redesigned circuit board and more robust power connector.

Are you sure you have the correct EZ heat? (440, I believe). I don't recall any bends necessary. I do recall an adhesion problem once which was resolved by an after market adhesive recommended by EZ Heat. Might give them a call. Your engine heating strategy should be to envision the temp of the crankshaft and opt for as long a preheat as you can so as to achieve a thorough warming rather than a quick heat-and-go. The EZ Heat is perfectly capable. Wrap the engine with an old sleeping bag. You need insulation as well.

I assure you it was purely tongue- in- cheek. No disrespect. I have already liked donkayes post.

After 53 years as CFI I finally realize how very complicated this flying business is. I'm reminded of the time in the simulator about to take off when the Left Seat started pumping the elevator vigorously back and forth and said to the Right Seat "Ok, when I get some airspeed you push up those thrust levers and give us some altitude."

Yep, I look forward to experimenting with the assortment of tips that came with the headset. One other observation was that the quality of the side tone from the microphone was a bit weak. I realize that may not reflect how it actually sounds over the radio. Just one more thing I will be checking.

My Quiet Technology Halos arrived in time for my trip to OSH. It came with an assortment of earbud styles. I chose the standard foam. After about 1 1/2 hours I became "aware" of the one in my right ear. A little pressure, I guess. A little distracting, so I slapped the Bose back on for the rest of the trip. I did note that the Halo/earbud system may have been quieter than the Bose. I will experiment with the other choices of bud styles to look for comfort. My experience with the molded ear piece goes back to my 727 days. I am a bit skeptical about their ability to achieve the seal of the ear canal that the buds provide. I will be interested to see how they work for others.

Welcome! Cup holder and how will you wipe that grin off your face.

Pilots, at least, should be able to engage in some constructive analysis and then wait the year or more it takes for the facts to come out from the NTSB. It's the instant analysis that the rest of the world attempts that makes me crazy. I recall that the introduction of the CVR was done with great assurances that its contents would never be public. Now its broadcast to the world, it seems. If they can find it.

This very day I addressed the exact opposite issue by adjusting the left flap up position. A likely thing to check with yours. Bringing the right flap down a tad in the up position by backing out the stop bolt on the outboard end would increase lift on the right side and, therefore, increase drag, pushing the ball back to the center. While this is a likely fix, check all other parameters as the others have said.