jaylw314

How are the stainless steel rotors in terms of wear? I've not had any experience with car rotors made out of stainless steel. Stainless steel is not as strong, but the surface might be harder, so I don't know if it would wear better or worse. As an aside, IIRC, "bedding" a brake pad is important for race-type pads, because they are more adhesive--they transfer the pad material to the rotor. However, street pads are mostly abrasive--they turn to dust and do not transfer to the rotor, and the "bedding" process is simply to ensure the pad surface is worn to the same shape as the rotor surface. Also, I think increased brake pad performance is important in car tires where an individual tire can be loaded to the car's full weight or more during weight transfer (turning/braking). At that point, the tire can handle much more braking force, and the pad/rotor combo needs to be up to snuff. On aircraft brakes, we don't get such changing loads, so the tire friction is the limiting factor.

Is that a Mustang? never seen one before?

I like your doctor, I should see if we can hire her There's a saying in medical school-- "Those who practice to not get sued are probably practicing bad medicine Those who practice to not get sued successfully are probably practicing good medicine" Whenever I see the former in doctors, I always make sure I question their decisions that much more carefully, because their decisions might not be in my best interest.

You cannot. The STC for the ADS-B install of the KT-74 requires for the position source the Garmin 430/530 series (not the 480), the GTN 650/750 series, or the BK KSN-7xx series. Neither the Garmin 480 or the Avidyne's are approved as position sources, although I keep hearing rumors the Avidyne's will be at some point.

Again, that kind of makes sense--the cooling nozzles would heat the oil more and cool the pistons and cylinders more--but what do I know? This thing about missing the cooling nozzles sounds like its happened a couple times. How did you find out the nozzles were not installed?

+1, That would be Steinair.com

At least a couple years ago, it looked like most of the planes they had were brokered rather than owned by them. Sometimes it's hard to tell looking at the listings, but usually it's pretty clear. Admittedly, I don't know what their usual practice is before or since...

Yup Of course, being in the habit of holding the nose wheel off on landings and easing it down is probably not a bad habit to have!

I bought my M20J from them. They are, as my friend put it, used car salesmen, so there's always some of that feeling, but they are reputable, and gave me no surprises. Everything we agreed on, they kept their end of the deal in a timely fashion. Mine was a little unusual because they actually owned the aircraft, so that might have made negotiations more straightforwards. I think most of their sales are actually brokered, so I don't know how much more complex that makes negotiations.

The main gear pucks are only about 6 years old and in good shape. It's just the nose gear discs that are old.

I stand corrected, I assumed the 480 was old enough there weren't any approved pairs, but it looks like it is approved for most of the Garmin ADS-B stuff...

They are VERY old (more than 15 years?), but still visibly in good shape and in spec (no gap between the collar and plate). Yes, I still plan to get them changed out at some point

I don't think the 480 can be used as a position source for any ADS-B unit, right? That means you will need to run wiring for a new GPS antenna for the ADS-B unit at the very least. If you go above 18,000 MSL, you'll need a 1090 ES transponder. That could at least use your old transponder antenna (I think).

up to about 5000 feet, O2 flow is limited by blood circulation, not O2 ventilation in the lungs. People exercising in Denver feel short of breath because their rib muscles get tired from having to breath more frequently, but as long as they do, the amount of oxygen getting to the muscles is maintained (which always cracks me up when I see football players sucking down oxygen like their life depends on at sea level. Not gonna make a difference, guys!). Glycogen stores still do require oxygen to metabolize aerobically. It's the bottleneck of blood flow to the muscles that causes lactic acid to be produced temporarily anaerobically. Above 5000 feet, of course, O2 flow starts getting supply-limited in the lungs.

And that put that damn hill right in the middle of the 34 traffic pattern at Roseburg. You literally cannot see the airport on downwind. You definitely don't want to be left of the approach course there! Crater Lake is beautiful, but I have no pictures of it. My wife was tasked to take photos, but before we had oxygen she would fall asleep every time we passed it.

Would adding the cooling nozzles increase your oil temps? Since they spray oil onto the hot pistons, I would figure higher oil temps (obviously not necessarily a bad thing)...

If you pull out the there is a yellow clear plastic top. I THINK you can see the fuse element in this and whether it is burnt out, but quite honestly, my vision is not good enough to see. You might need a microscope...

+1. Nutsch Aviation at 7S5 is the south-most of the two FBO's, and he has the cheapest fuel in the region, along with Twin Oaks (7S3) a little farther north. Wayne Nutsch is a good guy, don't forget to say hello to Axle, his friendly Aussie Shepherd!

I assumed you don't just crank open that valve all the way. That would be interesting to see how hot the aircraft tank gets!

Most of our cloud layers typically top out between 6-8000 MSL above the Willamette Valley, where the valley elevation is about 200-300 MSL, so you have a good out if you get stuck above an icing layer. Albany (S12), Salem (KSLE) and Corvallis (KCVO) all have instrument approaches that get you down to 3000-3500 MSL at the IAF, and V23 has a leg in that area with a MEA of 3000 MSL, so you could make a rapid descent enroute or to an approach to get under any icing layer. From the central valley it's an fairly easy VFR flight to KTTD if you have a ceiling higher than 1500' MSL. You just have to maneuver to the west of some hills south of KTTD. Watch out if you make left traffic for 21 at KTTD, the left downwind to base goes over a pretty gnarly ridge as you turn base. Going over Mt Shasta following the I-5 also puts you over a high valley (about 2000' MSL) with a few airports (KSIY, O46 and 1O6), so that would allow you to stay under clouds if necessary, or descend below the clouds, but the ends of the valley are tricky. It's also east of V23 so you'd probably be VFR, but you'd have more options for airports in gliding distance. The longest stretch without airports is the Shasta Lake area between 1O6 and O85/KRDD, a distance of about 25 miles in rugged terrain, which is glideable distance at altitude in a Mooney. Practically, though, I'm guessing most people just take V23 if they're going IFR.

That's good to know, I just assumed since it was a narrow corridor that traffic would be terrible...

Temperature will not make a difference since you are allowing time for the air in the ship tank to cool to ambient. Unless, of course, you aren't Realistically, the temperature change is probably a small fraction of 300 degK, so probably accounts for little difference in overall capacity.

V23 goes from RDD to BTG. Easy to file. Looks like your flying into KTTD? Watch out, their only instrument approach has circling minimums of 1000 MSL, so you might not be able to get in VFR or IFR if clouds roll in.

Does trimming actually help during taxiing? I imagine the horizontal stabilizer travel is much less significant than the elevator travel... I've got a RAM mount on the yoke, so kind of hard to do the forearm thing...

That's just my estimate based on my previous life in Los Angeles--West LA to Glendale, 12 miles = 90 minutes