jaylw314

Hey that's pretty cool, do you have a link to applying for a call sign? Everybody complains about how my N number is too hard to say

And if you ask at a welding shop, they'll be happy to give you a bunch

Ah, cool beans, thanks. I still haven't had a chance to actually peek around a carbureted O-360

I suspect it varies geographically. It may be that shops closer to distribution centers find it is more cost-effective to use cryo oxygen, and those farther away find it more cost-effective to use an industrial concentrator and compressor.

I use "unpure" O2 all the time then My welding shop does also have USP oxygen available, which is apparently what medical supply uses, but they require a prescription for that. My understanding is that standard oxygen is purified by concentrator and compressed, so it's not as pure, but the main contaminant is nitrogen. I suppose there could be other contaminants, but I've never smelled any organic or solvent odors (and I have to wonder if anything can even survive in 95% oxygen for very long without getting completely oxidized). And then you're diluting it by 1/5 or more when you use a nasal cannula.

A lot easier on the KT-74, one of its (very few) advantages

32C?? I thought Spain was supposed to be a furnace during the summer?

I worded that wrong, I recalled the primer line in the old Cherokee I flew going into the cylinder head (not the cylinder itself)? I recall that specifically because the dang thing kept fatiguing and breaking off at the connector. OTOH, if primer lines can go in different places on Lycomings, I guess that's not what they were talking about...

I assume "prime" refers to the act of squirting fuel into the intake manifold, since Lycoming primers squirt it directly into the cylinders?

Some ADS-B xponders have a function to enter and use a temporary callsign specifically for this. I used it on my KT-74 when I flew Angel Flights

OK, I'm going to ask this question, because I can never remember if my understanding is correct. Can the Garmin G5 with a GAD29 interface be used as a replacement for a BK KI-525 HSI that is part of a KFC-150 autopilot, and how much has such an install cost? I'm just interested in the HSI for now, not the attitude indicator, that's a whole other can of worms, I know. My understanding is that the answer is yes, it's just the G5 as a primary attitude indicator that is a no-go since the flight director functionality on BK autopilots isn't compatible (yet?). My current situation is that I have a KI-525A where the glideslope indicator over the last few years has been having issues on startup when the GNS530W does its self-test. At first, it failed without the engine running, but appeared right away when the motor was running. Over a few years, It seemed like it was taking longer and longer on the initial self test, and recently it has just stopped appearing on the initial test. It still works in flight, when I've tested RNAV and ILS approaches in VMC, so it seems like there is some stickiness that is shaken loose with the motor running, and now requires enough shaking it only appears with the motor running faster than taxi speeds. I suppose a bigger problem would be the signal pathway or whatever electric drivers for the needle. My options at this point (I suspect in order of cost) are: Attempt a repair at an instrument shop -- Repairs are a crapshoot, I know Replace with an overhauled KI-525A -- I'm fairly sure an overhauled KI-525A would be about $3k. How much has the work to swap one out cost? IFR recertification? Replace with a new Garmin G5 -- The question at hand? FWIW, I'm not sold on getting a new G5 since, the upgrade pathway to dual G5 remains unclear for KFC 150's, and I'm not ready to plonk down an order of magnitude larger cost to swap a working autopilot for a new install. Likewise, replacing the HSI alone makes no headway to removing the vacuum system, so it's not like that's a motivation. Thanks for any input, gentlepeople!

OK, you probably have all of us beat if you're flying through Spain And here I thought landing in 100F weather was bad!

Probably has to do with the whole "shock cooling" thing, which wouldn't be an issue anyway that far into your landing anyway. Although I have to say, there's still plenty of residual heat in the motor, so I imagine this doesn't help prevent the upper compartment from baking after shutdown, but I can't imagine it'd hurt.

I suspect Don was just trying to demonstrate the technique a few times in a short video. He doesn't strike me as the kind of guy who films himself all the time like young people these days. He might have even thought the camera would run out of film quickly! I'm just kidding, if you ever read this, Don It's interesting the technique still works even just a few seconds after shutdown, it suggests there's enough dribbling from the injectors immediately afterwards. It's probably less important if the engine ran earlier, since it had a chance to throw oil everywhere inside. Still, I think most here would agree it is good form not to let the engine go HAM on startup FWIW, once it catches, the motor will continue spinning for 5-6 seconds after catching, even after it runs out of fuel. As long as you push the mixture in before the prop stops completely, the motor will continue to run, you generally don't have to flail at the mixture control. The only gotcha with a hot start is that there may be enough vapor in the lines that it take a couple seconds for fuel to actually get to the injectors, but if the motor does stop, now you know you just burned off all the fuel in the intake and can do a normal cold start. Also FWIW, when I do push the mixture in on a cold or flooded start, I only push it in about 1" from cutoff. I know from experience I'm going to lean it about there for taxi anyway, and the fuel lines are full.

Hot starting has more to do with fuel than temperature. On shutdown, the fuel in the lines above the motor warms up and pushes out the injectors into the intake manifold, so you have a mildly flooded intake. Since the throttle is mostly closed, it can hang around for a surprisingly long time, even a couple hours. On top of that, now you have no liquid fuel in the fuel lines, so it can take a few seconds for fuel to fill them up again even after the engine starts. What you don't want to do is crank the motor with the throttle closed too much, give up after a few seconds and prime the intake to try a cold start. You can end up flooding the intake even more. That's the genius of Don Maxwell's technique, you keep the throttle open enough that only a few seconds of cranking should suck in enough air to light a typically flooded intake. On the off chance that the motor doesn't catch in 5 seconds or so, it'd still be smart to open up the throttle and continue crank a couple more seconds to make sure you've cleared out the intake before trying a normal cold start. Some people argue for flooding the engine to do a flooded start (which does of course work), but on the rare occasion DM's technique fails, I've never found that necessary, and a subsequent cold start always works out fine. The empty fuel lines can result in the motor catching, opening the mixture, then having to wait a few seconds for the fuel to fill the lines while the prop spins freely. Even though it seems like it won't happen, it almost always does, it's just a little unnerving.

It's still on YT

I agree with all that, I was just pointing out a nuance nobody's commented on yet

Just a reminder, if you're low enough that you can't pick up a ADS-R tower, UAT only gets UAT air-to-air traffic, and 1090ES only gets 1090ES traffic. A good reason to get a dual-band ADSB-In receiver

Holy smokes, you should have lead with fact that you're still working on your instrument ticket Nice job dealing with the helmet fire!

I'd point out until we have good ADSB data and correlated the timing, it's unclear to me what "I see you, you're behind me" actually means: The 152 pilot could have still been on base, saw the 340 was still off in the distance, and judged he had plenty of room to turn to final, given how difficult it is to judge the speed of someone heading in your direction. The 152 pilot could have already turned to final, and only spotted the 340 behind him once he was mostly through his turn. He may not have had a visual on the 340 until starting his turn, figuring he had plenty of room Note that the only indication the 152 pilot would have had of how fast the 340 was going before turning to base was the time between the 10 mile and 3 mile call. It's not clear to me how busy the pattern radio was in the preceding minutes, but unless you use your notepad and timer for every call in the pattern, it might be disingenuous to conclude the 152 pilot should have been aware how abnormally fast the 340 was going. I've been doing straight in landings on the last few trips given the wind, and I usually make announcements at 12 miles, 6 and 3. Each time I announce I'm coming in "straight in traffic permitting." Whenever there's more than 2 planes in the pattern, or the timing doesn't feel good, I just abandon it, turn out to the left and spend the extra 2 minutes joining the pattern normally.

Congratulations! It looks like you're just over the hills from me, give me a holler if you have any questions!

Hmm, ok, maybe the first thing is for me to check it when I'm out at the hangar next. The gear light is definitely bright enough to see during the daytime, I'll see what happens when I turn the night lights on...

Interesting question, the basic VFR requirements are just for a tachometer, not a tach counter. Is one or the other required in the maintenance rules?

IIRC, one of the nav LED's would have to be installed in parallel with a resistor to allow more current through when on, but that's a fuzzy memory . @PT20J, I'm assuming some of the Whelen lights like the Orions have that internally, since my landing gear light works like normal?

Aerox uses an industrial CGA-540 valve, right? Not the post-valve most medical bottles use? I use bottles with CGA-540 valves and just tell them its for my aquarium or my beer brewing hobby, and the welding supply shop doesn't have a problem