AH-1 Cobra Pilot

Maybe these guys: https://boomsupersonic.com/

There are two people whom you should always treat with respect and dignity, your aircraft mechanic and anyone cooking or serving your food. I rate my mechanic high; he was a fellow ARNG member and does great work at a reasonable price. One of his employees is also a former SGT of mine. The only thing I do not always like is that he is popular, thus busy. My dad needed an annual after his mechanic finally retired, only to find out my mechanic had 11 aircraft already on his schedule. What do other people think? Harry Barr of Duncan Aviation always took his P-51 there. One thing I learned is to never use a mechanic on the same field as the local FSDO. EVERY tiny thing is some how a major issue, including the multiple, redundant decals specifying tire pressures.

Are the particles ferrous? Do they dissolve in water? Alcohol? Acid? Lye? Etc? If you can determine what material they are, you might be able to tell where/what they are from. I would also suggest looking at them under a microscope to try to determine what their composition is.

This is the only Cirrus that interests me: https://cirrusaircraft.com/aircraft/vision-jet/ If you want something eye-opening, read the story about the first Cirrus chute user. I am convinced the guy just wanted to go down in history as the first to use the chute. Many others use the chute without full effort to try alternatives. That also goes to show Mooneys are pilots' airplanes; if you prefer Cirrus over Mooney, then...

I know a lot of people who learned to fly in T-28s, T-34s, UH-1s, TH-57s, and T-37s. It took way more than 40 hours, though. More like 150+ for most. Solo took 20-30 hours for most; I soloed in 3 in a C-150. Which do you prefer...?

I presume it also popped the applicable circuit breaker? That is how many of us "know this".

While we are asking, "What the hell is this?" questions, what the hell is this? IMG_0785.MOV

If a company can use one part, without any changes to it, for multiple jobs, it is a big money saver. 20 or so years ago, a study at Ford showed that just by eliminating a part number from their inventory would save the company $1,000,000 per year.

Do you have access to a good microscope? You can learn a lot by looking at something on the micro-scale. If you do not, you can send a piece to me. PM me if so.

Something does.

I only use my XL-30 for back-seat passengers. One of the yokes broke, but my bigger problem was the coating on the wires from the plugs to the battery box. I used a really good 3M epoxy to fix the yoke, and lots of shrink tube on the wires.

Midway through flight school, a consultant to the Navy insisted a student's self-esteem would be hurt by calling a training event failure a "down". So with her suggestion, a failure would be called a 'signal of difficulty'. Would you rather be 'Downed' or 'SODded'?

The US Navy had a Team create a version of OSHA for our facilities and ships. After looking at the resulting acronym, they decided to call it a program, though, which is also a stupid sounding acronym for the Navy: Navy Occupational Safety and Health Inspection Program(S)

I managed to make some new switch covers with inverted colors. PM me if you are interested in them.

What?

So, what you are saying is that if I were to graph Pressure vs. Distance Across the Piston, you would see an initial sharp spike near the spark plug at the top of the stroke, with the ROP being higher; then, as the piston moves downward, the plot would become more rounded then flatter towards the bottom of the stroke, and when LOP, these pressures toward the bottom of the stroke would be higher?

My dad just turned 90, has a T-210, and has been getting crap from his insurance company lately. Could you tell me who insures your friend?

Unfortunately, I think only about 5% of people understand that, or maybe accept it. I, perhaps perversely, enjoyed talking about the Volkswagen scandal of a few years ago. Someone would say how horrible it is to be releasing all those nitrogen oxides into the atmosphere. I would then ask, "So, you are okay with those cars releasing 30% more CO2?" After explaining how the mileage improvement was a trade-off between NOx and CO2, I would watch their heads melt.

When you tell people that, you will, deservedly, get a blank stare, because you are completely ignoring the intermediate actions/processes. For instance, are these processes at constant pressure? Constant volume? Adiabatic? Changing conditions? Heat may be the fundamental input to result in the spinning of a turbine, while pressure is the direct cause. There are several abstractions between gasoline and thrust, and breaking them out will go a long ways to understanding the whole process. That is why earlier in this thread, I suggested thinking in terms of pressures as the more direct cause of conversion to rotational energy rather than 'heat'.

If someone can produce a CAD file, I can print them. All my switches are Klixon, so I cannot test the fit, either.

And do not forget the Gulp Factor. Anything over 0.5 rapidly deteriorates ηv. The Mean Inlet Mach Index, or Gulp Factor, Z, is defined for a reciprocating piston engine as Z = (B/DT)2NS/(nCmao) (1.) where B = cylinder bore, S = stroke, DT = valve throat diameter, Cm = mean valve discharge coefficient based on throat area, N = engine speed, ao = sonic velocity in the intake duct, and n = number of valves.

No. I spent LOTS of time and effort to create the CAD. (Just go back a few pages in this thread to see.) As far as filaments go, PLA will get soft in a hot summer airplane, nylon does not take paint well, nor does PETG and a few others, so ABS is the winner.

Not exactly. Try thinking about it in terms of pressure.

No, but it is not that much in total. Probably about 10-15hp lost in the reciprocating motion. Think of it in terms of all the exercise people get from The Shake Weight.

Quick and dirty, I would estimate the power loss as P=kmd2N3, (m is mass, d is distance traveled, N is frequency.) Ergo, about 13% more loss between 2400 and 2500 rpm.