jaylw314

Thanks for clarifying! Although in fairness, saying they are not toxic is not accurate, since everything (almost) is toxic at a certain level. It's like that old saying, "the dose makes the poison", not the label. As it turns out, there have been plenty of examples of deaths from toluene and xylene toxicity, but they're pretty unrealistic for most people. That is what's different about lead--unlike most chemicals, some type of toxicity has been found at typical environmental exposure levels Also, claiming they are not carcinogens is about as inaccurate as claiming they are carcinogens. Like 99% of chemicals out there, there's insufficient information, although the I'd agree it's probably more likely they aren't.

Washing my hands with benzene in organic chemistry lab notwithstanding, there is overwhelming evidence that no level of lead is safe. That being said, don't wash your hands with benzene

Every thing you said made total sense up until that last sentence. That would require some delusional optimism!

There are plenty of other examples where rules =/= cost of enforcement. For example, safety belt laws don't require additional enforcement, since they are generally only enforced at the time of another violation. IIRC, some states only allow seat belt violations to be enforced during other violations, so that PD's don't use it as a pretext for unjustified stops. As such, my speculation would be the STC issue would only ever result in action if you were in some other type of incident that warranted action. FBO's and fuelers might take it upon themselves to have a policy of asking, or just have a check box saying you've purchased it on the invoice. They have no way to actually enforce it anyways.

Ah, I might be missing something. Is there a rating that requires instrument or simulated instrument cross country time without an instructor? Instrument rating doesn't require cross country experience to be simulated instrument, I thought? Or are talking about gunners who are trying to knock out both the cross country requirement and simulated instrument time simultaneously? That just kind of sounds like cheating

LOL, have you seen the way some people buy DLC for videogames?? Aside from that, Microsoft is moving to a subscription-only structure for things like Office. So you have to buy Windows to be able to pay a subscription fee for Office. Like I said, that's free market for you...

LOL, thanks, I accidentally deleted my post and couldn't be bothered to repost. They were just toilet seat ruminations anyways

So that pretty much means if a CFI has to take controls at any point, it no longer counts as a cross-country for flight experience? Sheesh, that's kind of harsh!

That may be, but AFAIK STC is not just used to prove a modification is safe. There is some degree of "ownership" of information used to approve it that is implied by the process. Heck, you're forced to buy the OS license to use the computer you own. Some might even argue you have a "choice" to use a free OS like Linux, but realistically you can't because the world uses Microsoft or Apple. That's free market for you.

That is precisely the way my KT-74 works. If there is no altitude signal, you just get "FL ---"

Does your J have an encoding altimeter? I'm not sure how many J's came from the factory with that, I suspect the ones with BK autopilots did. It's easy to tell, the altimeter says "ENCODING" in big yellow letters on the instrument dial

The thing is, to get a briefing for your route, you have to enter, well, your route. I mean, I suppose I could get a weather briefing for the area around Pensacola, FL before my flight to Seattle, WA, but I'm guessing that would be frowned upon

That's a good point

I file VFR plans all the time, but mainly so I can prove I got a weather briefing I usually just get flight following and don't activate it if I'm VFR Sometimes if I file an IFR plan just in case, it'll cause a bit of confusion when I pick up flight following, and I'll have to clarify that I really don't need to pick up the IFR clearance because it's sitting right in front of them. I recall once taking off after filling an IFR plan, and then just deciding to putz around VFR for a while. A couple minutes after taking off, Approach called me in the blind and asked if I was up on the frequency, and to call them when I wanted to pick it up. That kind of freaked me out until I realized they could see my number via ADS-B

I think that's true most places outside Class B airspace, I've never actually had a popup request refused. I've also had plenty of times where I filed IFR, took off VFR and requested flight following, then changed my mind. I think the quickest clearance I had was "cleared to destination as filed, climb and maintain 9,000". Those are always nice.

They could totally refuse to give you the popup IFR clearance, since you're still in VMC if you've been behaving. It's probably rare, but I recall seeing a video where that happened. Of course, if you're VFR into IMC, you have a whole other set of issues you're dealing with...

The trick is amending the flight plan with the new routing before calling Clearance Delivery, because if you don't, they will read you the new routing, as opposed to "as filed."

One trick I've found using the website for Leidos Flight Service is that shortly before your flight, you can check your dashboard and see if your requested routing was amended by ATC. If it was and it looks okay, you simply copy the new routing and amend your flight plan with it. That way, when you call up Clearance Delivery and they don't change their minds, they'll tell tell you your routing is "as filed." I'd rather copy down the new routing from the website than do it over the radio or phone if I can. I assume something similar can be done with Foreflight, but I don't use it

Are you coming from a Cessna or an aircraft with a free-castering nosewheel?? If so, the rudder pedals are going to feel SUPER sensitive to you with the direct nosewheel connection until you get muscle memory. If you only have 0.4 hours, getting an instructor to get transitioned is never a bad idea (and required in most people's minds). Another foible you may need to learn is rapidly centering the pedals when the nosewheel touches down in crosswinds, since the rudder and nosewheel have different yaw control strength

I'm pretty sure the Clean Air Act of 1996 was specifically limited to leaded fuel produced and sold for street vehicles.

I'd probably still stick with dino oil for a while unless 100LL completely goes away. If you use synthetic oil, you just know you'll wind up out of gas at an airport with only 100LL

What kind of filament is that? ABS I assume?

There's a difference between "negligible" and "unmeasurable." The speed decrease would be negligible, but measurable

In practice, I see about that 4-5 knots of drop off, which is about 2-3% which I'd agree in percentages is pretty negligible (for 10% less fuel!)

I am going to take a guess that those airspeeds listed on your economy cruise power schedule are NOT flight tested speeds, but simply based off the chart of MP/RPM settings. My suspicion is that all the power-to-airspeed charts are done with specified MP/RPM settings at best power, even in the economy cruise power section. Later M20J POH's removed the airspeed numbers, as above. So yes, if you set the MP/RPM to 22.8 and 2400, at best power, I suspect a perfect plane would hit 154 knots KTAS, and if you leaned further it would be less than that by 4-5 knots