jaylw314

For that matter, his brain could have still been programmed for the RNAV-A approach, expecting to step down from the FAF to either the RNAV-A or GPS 14 minimum altitude. Of note, the RNAV-A doesn't have any intermediate altitudes after the FAF, it just plonks straight down to its MDA. But that's getting into the realm of wild speculation.

While there may be a lot of controversy about interpreting the Ten Commandments, I don't think any controversy centers around the word "shall." To me, "may" and "should" are not contradictory nor mutually exclusive.

Don't huff car exhaust?

200' minimums are pretty comfortable IF you have approach lighting. The approach lights do a great job keeping you oriented and pointing out where you should be looking for the runway start. Our runway has an LPV from the other direction without the approach lights with minimums at 250'. I had to do that once to minimums and THAT caused much more butt-clenching I'm pretty sure the GAI approach in question has no approach lights, right?

I think the sequence is more of a before->after meme didn't have anything to do with CO2

I guess the idea that the prop is most 'efficient' at 2500 rpm needs some more precision as to what definition of 'efficient' that refers to If you get slower and use less fuel when slower, and faster with more fuel when faster, why is 2500 rpm so special? At least in the POH range charts I posted, the range increases gradually at any given power setting with slower RPM, there doesn't appear to be a sudden change in ff vs RPM at 2500 FWIW, I usually cruise at 10-12,000' MSL. Up there my IAS at WOT/2500 RPM is down to 120-130 KIAS, but eventually I start getting impatient and crank it up to 2600 RPM There is definitely less noise at 2500 RPM, and I have it dynamically balanced for 2500 (Hartzell 2-blade), but at that altitude the noise is much lower anyway

O2 through cannulas can dry the nasal passages if you're blasting more than 2L/min through them. The conserver cannula/systems reduce that to something more like 250-500 cc/min, so unless you crank up the flow to wastefully high levels, dry sinuses is probably not going to be a major issue. On the other hand, the mechanical irritation from having two fingers picking your nose for 4 hours can certainly lead to some issues

FWIW, in my ADS-B In device (Stratux), there's a configuration setting to enter your own Mode S code (hex). This filters out your ownship track which ADS-B will happily rebroadcast out to you. I don't know if that's a config item for other receivers, though.

If the RPM drops when you reduce the throttle any, you've hit the fine pitch stops. at that point, you can crank the blue knob forwards. In the pattern, you can just listen for the RPM drop on downwind or base, you can keep your eyes outside

Ooops, you're right, edited my original post for posterity

LOL, I'm guessing nobody will want me treating their high blood pressure or sleep apnea! Another nice side effect is that you can still keep BasicMed current if you have a condition that is not automatically disqualifying and temporary, like recovering from hip surgery. You'd be hard pressed to renew with your AME if you were due 4 weeks afterwards, but with BasicMed you'd just keep it current going through your recovery Edit: oops, you only need a valid medical after 2006 like @midlifeflyer said

Ah, I forgot there are no tabs in some models, I wasn't sure what model @FlyWalt has Although you don't need to go back into the setup menu, on startup at the "Refuel?" prompt, you just tap the "change" (right) button one more time to select MAIN + AUX before pressing the "save" (left) button. The "change" button cycles between MAIN, MAIN + AUX and manual adjustment. Handy for those who do have tabs

You need to go to the factory setup menu (hold both buttons and check the manual). Leave your MAIN tank as 50 gal, and change your AUX tank to 22 gallons. That should do it.

That was the part I was referencing, although I was referring to the question of whether chiropractors (and optometrists, podiatrists and dentists) could do so, since those are all technically within the Medicare definition of "physician"

Reading the BasicMed stuff, it looks like the FAA isn't taking a position and simply saying that the practitioners need to be 'qualified' to perform the CMEC, which may vary from state to state. In other words, it might be okay until it's not

It's supposed to be the speed at which the force from drag (and, conversely, the force forwards from the propeller) is at its minimum. You're right, though, that that doesn't mean its the most important variable for choosing a speed. Aren't the NA big motors similar to the IO-360 in terms of BSFC? I imagine any difference is mainly from weight and airframe drag

I think the rent-a-doc's who are willing to do BasicMed don't quite understand the basis of it. I fail to see how a doc who does DOT exams or an urgent care doc can be able: "To exercise medical discretion to address, as medically appropriate, any medical conditions identified, and to exercise medical discretion in determining whether any medical tests are warranted as part of the comprehensive medical examination" Only a physician who knows your history, diagnoses and manages your medical conditions is in a position to comply with that. To "address" something as straightforward as high blood pressure, for example, often requires some followup visits and medication adjustments. Will a DOT examiner be doing that? My (non-lawyer) opinion is that PCP's (or a treating specialist for a predominant condition) should be completing BasicMed. I suspect there may be potential legal risk for both you and the physician if you use someone that does not treat you on an ongoing basis (and it certainly violates the spirit of the reason for BasicMed to exist in the first place), even if that is technically allowed.

If you run at a lower altitude, say, 3000' MSL, you'd be able to get a larger range of MP values to test at any given RPM, since you're non-turbocharged. In your chart, are the GS values calculated or GPS values? They look like GPS values. I suspect using GPS speed (corrected for wind and altitude to a "calculated" IAS) to measure airspeed will be more accurate than depending on the airspeed indicator for those small differences in airspeed. Granted, I suppose changing winds could be a variable... Also, for posterity's sake, I think the gph/v and airspeeds should be in IAS, not TAS.

Thanks, I'll go look that one up, but it's again hard to extrapolate "does not support a conclusion that a second pilot participating in inflight operations is not accountable" into "regardless of who agrees to be PIC...the most senior pilot...in the aircraft is responsible".

I don't quite get the court case your referenced and how it would apply. The court case was specifically in regards to a CFI rated pilot they concluded was acting as an instructor. Is there another precedence for the court concluding another pilot would be PIC solely due to their seniority?

I found Snoopy!

Just to echo that those look pretty minor, but my opinion doesn't count for much. Am I remembering correctly there was a comment in the MM about leaks into the forward wing space having less leeway since that could be a safety issue?

You might get more BasicMed students with your instrument pilots (or people like me who took 10 years to get their PPL)

Ahem. Disney phased out the ticket books in the early 80's. The fact that you guys REMEMBER them simply dates you as OAF

Harris Ranch would be pretty challenging for a new-to-plane pilot, and if you come at the wrong time of day, it's Smell-O-Rama from the nearby stockyards The food is great if you like steaks, though. I had to stay there a couple nights a week for work stuff, and probably gained a good 10 lbs that year. By the end, I was getting all the (semi)-healthy stuff. I didn't think one could get tired of steak!