jaylw314

LOL, I've never used anything other than a steam gauge turn coordinator, so I didn't register what that was showing until you pointed it out

Never flown multis, but from the "Pilot Flying Handbook" : This results in the ball being uncentered (to the right in this case) despite the both rudder and aileron in the same direction (right), with no slip and no heading change. I'm sure helicopter pilots will chime in and point out that in straight coordinated flight, the ball is also uncentered for similar reasons due to the tail rotor.

uh oh, doing a search on shapeways didn't turn up the ETA switch cover anymore

I think overbanking is the sort of thing that would be more noticeable in trainers in steep turns at 70 knots? According to that theory, there should be no overbanking tendency in a 90 degree bank AFAIK, if the ball is 'pointing straight at the ground' it by definition means you're not turning (or changing heading, to be precise). In ANY proper constant-heading slip, the ball will do so, whether you're single-engine or twin with one engine out.

That's what my various policies have said over the years. I recall @Parker_Woodruff saying it doesn't matter to insurance, but don't want to put words in his mouth

I dunno, 9 mAh means over 8 days you'd lose about 1.7 Ah on the battery. Since the total capacity is something like 30 Ah, it's hard to imagine that would have been enough to drain the battery?? It might be helpful to disconnect the fuse to the always-on wire in the tailcone and see if that changes things. The Davtron M800 on Aircraft Spruce lists a "keep alive current" of 4 mA, FWIW

The pilot pays for all the flight expenses, but you can claim those expenses as a charitable donation on your taxes (consult your tax professional!). A lot of AF legs end at bigger Class C or even B airports. Call the FBO's ahead of time, the one's I've spoken to waive any ramp/facility fees for AF's Oh, and you get to use the "Angel Flight" call sign for your flights, which is cool

If you're a luddite and still have one of those flip phones with a camera, those are a reasonable alternative I managed to get some serial #'s off some instruments with a standard smartphone, but it's pretty tight behind the right panel

The Top Gear sequences where James May was being coached by Jackie Stewart and Mika Hakkinen were hilarious. I would totally want Jackie Stewart to be my uncle

I was thinking more about the departure before you make your first turn at 400' AGL. My understanding is that if you're IFR, you fly the runway heading before your turn, even if it's VMC.

That's weird, I have a KFC-150 with the altitude preselector, and the only time I've never gotten any audio warning from it other than the autopilot self-test and disconnect.

That's what I thought, I just couldn't remember if I actually read that somewhere or not

I thought I recall somewhere in the AIM it recommends flying runway centerline in VFR, but flying runway heading regardless of crosswind in IFR. I can't recall the reason. For crosswind takeoffs, upwind aileron can put more weight on the upwind tire and less on the downwind tire. Having twice as much weight on one wheel gives you twice as much grip as half the weigh on both. Just be ready to level the wings when the plane is ready to take off.

Oh, I see now why you were asking @FlyingDude that

I'm pretty sure I remembered setting 'aux' as the additional volume rather than the total volume (that's what it says in the install manual), but there might be different versions. My main is 50 gal (tab volume) and aux is 14 gal, for a total of 64 gal on my refuel screen. You can customize the fuel alarm in the factory settings menu. It goes off when your total calculated fuel goes below it, regardless of what volume you started with.

Do you have partial fill tabs in the K fuel tanks? If so, set the 'main' volume to the tab volume, and the 'aux' tanks to the remainder. That way, when you press 'yes' to the 'refuel?' prompt, you can cycle between the tab volume and the full volume without having to futz around adjusting the volume

FWIW, it's technically easier for women to do it while seated or squatting over a bottle or device, the plumbing is a straight shot downwards. For men, the plumbing goes down then up then needs to go back down, making it a bit more challenging getting things in the right place... TL;DR -- keep paper towels handy!

You can get some idea looking at the POH? Looks like leaned out you can get a reduction in fuel flow of about 4% at the same power settings from 2200 RPM down to 2000 RPM. The spacing between the 200 RPM lines looks pretty linear to me, if anything it looks like 2200 might be slightly better than expected

Weird, I had to go look that up, this is from the Concorde site: "The recommended voltage settings at room temperature are 14.125 ± 0.125 (28.25 ± 0.25V for 24-volt batteries) in bulk and absorb stages and 13.2-13.4V (26.4-26.8V for 24-volt batteries) in float stage." I found a couple others manufacturers that suggest as high as 13.8V for AGM, but I couldn't find anything in the Gil manual for flooded batteries

Hold your index and middle finger together at arm's length. They're about 3 degrees wide

LOL, no, it's that 3-way switch that is momentary down and toggle up. Is that not the same switch they use in short-bodies with electric flaps?

Wait... is that backwards? I thought AGM's needed slightly lower float voltages than flooded? Any charger that is rated for 6 amps is NOT going to hurt your battery (that's about 0.2 C1 for the RG-35AXC) over a few hours. It's not going to be able to pump the voltage high enough anyway until it gets to about 75% charge, and that'll take a few hours. Since most car charger manuals I've seen don't publish the voltage specs of the constant-voltage and float phases, though, I wouldn't leave it on for more than a few hours. FWIW, I have a schumacher 6 amp charger that does have an AGM setting, but I still only run it while I'm in the hangar. I've had to charge from a dead battery once, and after a couple hours of charging, it started up fine.

I'd say full flaps is fine for almost all situations with electric flaps. On a go-around, there's no magic 'half'-flaps setting--I just flip the switch, count to 3, then flip it back down to get about half flaps in my plane. It doesn't have to be exact or anything

It's probably ok then? Not a lawyer

I thought I recall there being an FAA legal interpretation letter that they considered flying in IMC in Class G to be a violation even though it's not prohibited specifically in the FAR's, but I forget the details.