jaylw314

Ha, I was thinking more of signing up for one month and then going through 20 D size cylinders to fill up one tank

LOL, I wonder if you could use medical tanks to transfill an installed O2 tank

Hey, is the LED screen part of the flat rate repair, or is it an extra thingey?

Leidos also provides this, it's one of the options when you create a flight plan. That's interesting, I don't think I've ever received a SID from the computer, whether leaving from my home or under the LAX/SFO Class B's. From my home airport, the computer NEVER assigns the local SID, but ATC always does, so my clearance is usually "depart via the SHEDD4 then as filed". From SMO under the LAX class B, it's usually some terrible departure instructions, but then "as filed" after.

Neat, I've never seen a real dyno then, obviously I figured they must exist, though!

LOL, that would be ironic, wouldn't it?

Power varies directly with RPM when rich of peak. Power is entirely limited by the amount of fuel that can be burned per second, and that, in turn, is limited by airflow, which is directly proportional to RPM. So, in an ideal motor that turns fuel into power, double the RPM, double the power. Torque is proportional to Power divided by speed. IOTW, in that same ideal motor, the torque should be a constant and unchanging throughout the RPM range. Torque is not flat in real life simply because efficiency drops as RPM's increase. In addition, typical dyno testing to measure peak torque and power curves is usually dynamic, with acceleration and deceleration, so it's not quite the same concept

If you file via Leidos (1800wxbrief.com), you can just skip FF and check for an amended routing update on your dashboard about 45 min before your scheduled time (it'll be a red exclamation mark next to your flight plan), click on it and it'll bring up the computer's amended routing. Copy that, then amend your flight plan with the new routing and resubmit it. It doesn't guarantee you'll get it when you call CD, like @StevenL757 said. Still, it at least gives you a better shot of getting the happy "as filed" clearance

I have a GNS 530W with GDL69, and I can confirm it does, in fact, display TFR's. It's not clear to me how up-to-date the info is, though. I saw one TFR a few years back and hadn't seen it on my planning. I asked ATC about it, and the controller confirmed there was none, but he thought it might have been active a few days before.

I assume a fire extinguisher would be used more for electrical fires than fuel fires. I recall hearing a story at our local EAA of a kit plane builder who took a friend for a quick circuit in a tandem seat. They had an fuel leak and engine bay fire on takeoff, and by the time they came around to land, it had burned through the aluminum floor of the cabin, killing the pilot and injuring the passenger. I'm guessing a Halon extinguisher would have been of little use FWIW, an easy way of taxi leaning I've found is when you're first starting to roll. You bump the throttle up to 1200-1300 RPM or so to get rollling, then crank down the mixture until it starts dropping. Now you know if you apply full throttle, it won't go above 1200 RPM.

Does ADS-B altitude data use GPS altitude or the aircraft's encoder altitude?

Is that correct? I think it's just a display option, if you choose 5 tape displays on the right, you get a EGT and CHT above each cylinder (this is what I use), but if you choose 10 tape displays, it looks like your image above. I bought my 830 in 2020, so it's not the newest software

WTH? Are you texting while flying???

It should not matter for torque measurement where you grip the wrench or how long it is, the torque measurement at the bolt is the same. It might matter for safety or ergonomics, but not the torque spec. If the MM calls for a short torque wrench, I suspect it's to decrease the chances you overtorque it if you are a steroid-laden gorilla with an epileptic seizure, but that's just a guess To put it in perspective, the torque wrenches with the 1/2" drive you use on wheel lugnuts are usually 18" or more, and their minimum torque measurement is 10 ft-lbs or 240 in-lbs

Wasn't there something about PC that makes it unsuitable for aviation use? UV resistance or something?

The bat thing would freak me out flying at night. I've heard at night, ATC and weather radar can see the immense flocks of bats taking to the sky to hunt insects.

They're $35 at Aircraft Spruce

LOL, thanks, 475F sounds more right than 500F, especially after looking it up Not exactly a number I see often!

Lycoming's limit is 500F IIRC. Not that that's a healthy temp to run for extended periods of time, but if there's a clear explanation and you caught it pretty quick, I'd just chalk it up to a learning moment.

LMAO, that sounds familiar!

LOL, talk about balls to the wall!

There's a preset red line on the EGT gauge? Is there a knob to move it? I've seen a lot of EGT gauges that have a line you can move around to mark where your peak EGT is, so where it is now may mean nothing unless you do that. Of course, it it's not moveable, then it DEFINITELY means nothing! It would be interesting to try leaning until you hear roughness, then richen a tiny bit until it goes away. Then compare that to where you are leaning before. If it's still pretty close, then the mixture technique probably isn't the issue. FWIW during taxi in the carbureted Cherokee 140, I'd typically have the quadrant-style mixture level only about a half inch above cut-off, so it seems typical (well, at least for the PA-28 140 and the M20J IO-360) that you can taxi with barely any mixture travel.

My 86 J POH depicts a speed vs altitude/power chart; at low altitude is limited by 75% power for cruise, I'm not sure drag at low altitude is limiting factor. I suspect if you were brave enough to run at 80-100% power below 7000' MSL, you could go even faster. There's also a nice range chart that depicts max range at 65% being slightly better at 2400 RPM at 6000' MSL than 2700 RPM at 13000' MSL Do all J's have these charts in the POH? How far back to they go in the short-bodies? I'm pretty sure they're not in the C POH's, right?

It came across that way to me, yes, but it relieves me hearing it was not your intent. It's easy to get these sort of things wrong online

Thanks for clarifying, that encourages further discussion much better than curt and dismissive responses! I'd point out that my response was in reference to your comment about "[drag] increasing with the square of speed." You were clearly taking about parasitic drag, not induced drag, so when I mentioned "drag", I was couching it in terms of parasitic drag. You're right, though, I could have been more clear in making that distinction.