jaylw314

I think you're thinking of ABS, the stuff they make car body panels out of (and the Royalite interior panels we use). PLA has become dominant in the hobby 3D printing arena mainly because it's so dimensionally stable--it doesn't shrink after cooling, so you can print to pretty good tolerances (mechanical toys) and doesn't warp while cooling. PET (and PETG) are inherently UV resistant. Great for putting water in, not great for the environment. Although UV degradation just ends up resulting in microplastic particles, so I suppose PET gets there slower than other plastics... TL;DR - Reuse, Repurpose, Recycle... and Resist using!

Yeah, like @PT20J showed, they look like two knurled brown plastic knobs right under the rheostats. Easy to get to, annoying to source.

I ran into this myself when I first got the plane. Quick cleaning and reconnecting the leads fixed it. It seems to be a pretty common problem with the master switch on J's, not sure how commonly it affects other models. FWIW, it is a good idea to get a few extra fuses for the panel lights. I've found that if I crank up one of the light rheostats too quickly, it blows the fuse, and they're hard to find

Wait, are you talking about 'converting' by replacing the A3B6D with an A3B6, or 'converting' by modifying an A3B6D to an A3B6? It's hard for me to imagine that NOBODY has ever put an A3B6 under EASA...

The number I hear tossed around is that best hp/gal in an IO-360 (8.7:1 compression ratio IIRC) is 15. That's a BSFC of 0.40 pph/hp. FWIW, I wouldn't trust the % HP reading on any monitor for precision measurement unless I knew HOW it was calculated. It seems monitors have two ways of calculating %HP: Some kind of proprietary and secret algorithm Some correction factor times fuel flow If it's the latter, it makes sense to use a correction factor based on how you typically cruise, so if you cruise at best power, figure your hp/gal at best power. If you cruise LOP, figure your correction factor for that. I don't know the GI-275, so I'm not clear which way it goes.

That's an ominous thought

LOL, well that was nice timing for you

Yeah, either the guy's inspector didn't clarify what he meant, or the buyer was simply looking for an excuse to bail out.

At that point, the buyer hasn't paid for the pre-inspection yet, and can easily get the deposit back, so yes. That would be very annoying if the seller just made arrangements to have the plane moved to the shop.

True, there's a fair amount of wiggle room. The point is more to demonstrate to the seller that you're not just 'kicking the tires' by putting down a deposit that's fully refundable for almost ANY reason, rather than having an earnest money that is a rock solid guarantee. Even if the buyer can recover the earnest money with some degree of hassle, that's a demonstration of a higher level of commitment.

You have to give a deposit back, but you can ask (or offer) to make some amount of it a non-refundable 'earnest money' amount like you do when buying a house.

Search for it by part number, AFAIK you have to replace it with the same version. The -01 has the bootstrap function. I hadn't noticed before, but those voltage/current numbers seem to be just for the lighting

Why do you have to dispose the fuel? I just put a 2 quart painters cup under the drain (the tall sides prevent splashing better than a bowl), then pour it into my GATS jar with the top off to examine. If there's no water, I put the top with the filter on and pour it back in the tank. FWIW, I've done the gascolator drain from below as well a couple times, mainly because I was too lazy to climb back in the plane to do it. But I otherwise try to do it from the pull ring

You mentioned before that you have the K "dialed in". I guess one question is how "dialed in" you are to the K? If you are, changing planes at this point will be yet another delay. I have to imagine the Ovation has a bunch of different systems that you'll have to unlearn and then relearn, as opposed to building on what you have with the K. You definitely need to know your IFR trainer like the back of your hand. If the K has a 530, you should be sitting down with the 530 simulator so you know what happens when you enter a hold-in-lieu-of-procedure-turn on an RNAV approach, and what to expect if ATC gives you the straight-in. If you have a flight plan with an approach loaded but not activated, what buttons do you need to press if ATC gives you direct-to a different IAF? A non-standard fix? ATC changes their mind and asks you to return to your original routing? Learning that stuff on the 530 just takes building on your muscle memory. Learning it on a different navigator and autopilot in the Ovation will take restarting from scratch

Silica gel is not the greatest for drying, it gets less effective as the temperature rises, so with temp changes in the hanger, it can 'breathe' water in and out. That's fine in a closed system, though, so stuffing a sock full of dry silica gel and tossing it in the cabin works great. Zeolite or calcium oxide are probably better dessicants, since they hang on to water even as the temp increases to non-oven type temperatures.

I can certainly imagine a 'step' in edge case of being at absolute service ceiling, where your sustained rate of climb is zero. In that case, you will never quite reach it since your climb rate decreases to zero. On the other hand, if you zoom climb above that altitude, you'll slow down and settle down towards it. In that case, your speed will never quite reach your best climb airspeed. So if you come from below, you'll never quite reach your altitude. if you come from above, you'll never quite reach your airspeed. But that's not really the 'step' people are thinking of, is it?

In the preliminary report, the airboss directed the fighters to transition to trail formation, cross in front of the bombers to the 500 foot line. The report did say the bombers were in formation, but gave no details as to what directed or actually happening there. AFAIK the only other fighters were P-51's

Antonov is small, but the tip of the iceberg in terms of Ukrainian military industrial infrastructure--I was including naval and ordnance industries. And for every bureau Ukraine inherited, the Russia correspondingly 'lost' that bureau when the USSR broke up. The natural gas stuff is definitely a thing, but I think it culturally and ideologically it goes way beyond that. I mean, good grief, the USSR nee Russia inflicted the Holodomor on Ukraine, it's hard to imagine the Russian state has moved on from those attitudes Anyways, apologies for the major thread drift

I'd point out that a significant portion of the Soviet military-industrial complex was based in Ukraine before it broke up. In aviation, the Antonov bureau was the big one, of course. There was a lot of stuff they inherited, although granted older stuff but could still be used to good effect for defense. And while they had no large standing army, they've got a big advantage in personnel now since they're treating this like a war, not a cockamamie 'special military operation'

That's easy. What incidents like that teach us about 'how we can do better in the future' is the need to speak up when we see warning signs in other pilots around us, be they our friends, partners, students, teachers or acquaintances. Hopefully, the report in that incident will look for what visible warning signs there might have been so we know what to look for in the future. Sadly, I suspect there have been plenty of such reports and data already collected. Where do you think the '5 Fatal Attitudes in Aviation' comes from? We should be learning to recognize them not just in ourselves, but in other people and learning how to speak up about them in ways more likely to promote change

Those affected by Germanwings 9525 would beg to differ, but the crash investigation is still treated the same way. The question is not 'what caused it' or 'what could they have done better,' rather 'what can we do better next time?'

Going from the Macauley to the Hartzell 2-blade scimitar in the J model, I saw no measurable performance change, slightly less noise and slightly more vibration. It definitely looks cooler though @USNA12 what model M20 do you fly? The RPM setting is important for comparison, 100 rpm difference is more than 1" of MAP difference, which equates to about 4-5 KTAS difference

It does kind of crack me up that you could be a quadraplegic with emphysema sporting a colostomy and a urostomy bag, and you wouldn't have one of the exclusions. I mean, wasn't Admiral Bull Halsey sidelined by a case of eczema in WWII?

I'd also point out that if you're renting, flying clubs and schools generally insure the plane (although I think non-owned aircraft insurance is still a good idea and very cheap)

Assuming flying isn't your job, remember that after your training your flying will regress back to something like 50-100 hours a year. Sure, the cost-effectiveness of ownership improves during training when you're committed to flying heavily, but life won't allow you to keep up that level of commitment continuously. I don't think I fly enough at about 60 hours a year, but my mechanic says that's more than the majority of recreational owners he deals with. I'd suggest renting for your PPL -- you probably won't have an idea of what your mission will end up looking like and what you need until you've gotten some time under your belt, and the cost of renting will not likely be worse than the costs of ownership anyway. After that, a flying club is a good way to test out a couple different types of planes to get a feel of what you like I'd definitely suggest buying a plane if you do IFR, though.