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About DualRatedFlyer

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  1. Foreflight also has a descent to destination datablock at the bottom that you can select to display in the same way you do groundspeed, ETA, etc. If you want a constant 500 fpm descent to destination just wait until the number tick up to 500 then begin ur descent. If you begin descending faster the numbers decrease and vise versa. I find it helpful.
  2. tell him you will put it in the mail tomorrow and it should bet there in 3-5 business days. Sit big and enjoy the thought of him walking to his mailbox eagerly every day expecting beer money only to find papa john coupons and credit card offers.
  3. idk, with the way this post is progressing, @irishpilot looks to have had a good gut intuition about this one. I would take his advise not as assumptions and guesses, but as personal experience and lessons learned. No reason to take it as more or less than that. What happened to him might not happen to everyone, but I can guarantee based on my luck it would happen to me. His opinion to run is just as valid as someone who has had good luck with these things opinion to keep pursuing it as a great deal.
  4. Anyone have a picture of said snaps? Curious as to how they are installed.
  5. That is one thing I do hate. It always confuses me if the plan I just loaded is on top or bottom to activate. Not many complaints about my 440, but that is one
  6. @Brian E. Thank you Soo much!!! Higher Power had their drawing today. I won half off my door for ordering at Oshkosh!! I am so stoked!
  7. I should have, but I wasn't sure if you were going or not. Some friendly folks on here helped me out. I went with higher power. My neighbor has one and I was really impressed. Requires no structural reinforcement and was cheaper than the bifold schwiss doors I was quoted. Only negative is the 18-24 week lead time. They said business is booming. Check our their website, their lift systems is pretty neat. Got 5% off on purchase price and a free accessory (remote open). I can forward my quote if ur interested
  8. Maybe look at it the other way and see if it may entice you. Flying formation is a great way to practice and build stick and rudder skills that will make you a more competent pilot thus derisking the rest of your flight operations making you safer.
  9. Lots of folks in this country, and tons of folks in other countries have the unpopular opinion that all flying should be reserved for commercial and military pilots and that you and the rest of us recreational/amateur pilots should not be allowed to fly in the same airspace since we don't have the "skills/expertise" the other guys have. Everything not understood appears to be magic to the layman. In reality its much easier to fly in formation than it was to land on a 7500 ft runway my first solo. If it were that difficult the FAA would have more regulations than just discussing and planning the formation flight on the ground prior to commencing formation flight. It's a sliding scale though (as is all flight) more ships/closer formations/repositioning are more risky. But come on, lots of people who think it's too dangerous or risky or too hard are more than happy to fly the Fisk arrival. Now those are the really crazy people. No one should be allowed to fly the Fisk except military!!! /s
  10. Not sure what causes this spark plug bridging, but it cost the company I used to work for about 3 millions in UAV losses overseas. The issue popped up out of no where and disappeared just as quick. We tried everything under the sun to figure out what was causing it to no avail.
  11. In no way disagreeing with anything you said (and I appreciate your professionalism towards the parties involved), but for those who have been an active participant of caravans, they tend to continue to fly formation sorties outside of the clinics using the guidelines and SOPs learned in the clinic. To say "If you need to know you will find out in the spring clinic" may be painting with too broad a brush. This coming from someone who doesn't know anything about the details from the event, nor did I fly the caravan this year. I fly formation weekly in FW/RW for my work, but I'm just putting myself in the shoes of those who do not in a professional setting and instead get together with their caravan mates to practice on weekends. I could certainly see their point of view that they may feel as though they are missing out on a learning experience that could help prevent them from ending up in a similar series of events. Separate point and nothing to do with your post, but instead applicable to some of the other comments on mishap speculation, I have been apart of several accident investigations overseas in the sand box. A healthy amount of speculation of "what may have happened" has always been just that - healthy. Spitballing ideas always gets pilots thinking outside the box of the accident chain and how they can fly better, regardless of the root cause. Pilots by nature can be metaphorical organ donors in that we donate ourselves to the pilot community any time we make a mistake by providing others lessons learned, unfortunately sometimes those lessons are written in blood. Also, keep in mind that the NTSB is comprised of humans (not always independent humans) and sometimes they don't get it right, regardless of how hard they try. It's the official findings of the mishap that can kill you, as well as the 15 other theories that didn't kill anyone this time, but could have. All are good learning opportunities and I would hope we as pilots would encourage that learning process while being respectful in the manner we approach it. Waiting until official findings come out to discuss other possibilities could be too late. Wish there would have been more early speculation on the 737 max. They finally got it right, but that didn't do a lot of folks any good.
  12. Wanted to publicly thank @Brian E. -- a newish Mooney driver and first time Oshkosh attendee for taking time out of his schedule on his first trip to Oshkosh to help me fill out my hangar door order and save me $1,000 bucks via the Osh special price. Big thanks Brian! Hope to repay the favor one day.
  13. Flew to Lynchburg VA to visit family and attend my nieces 1st birthday. A high pressure system parked itself along my route on the way there giving me a 15kt headwind going to Virginia, and then left on my way back giving me another 11kt headwind going home to Dallas. My goal was to see if I could make the return trip (920nm) non-stop. Took off around 0800 from KLYH, climbed to 8500 headed southwest bound direct T56. I decided to use my right tank from startup until it ran out of fuel to see what the climb and cruise burn would roughly be. Right at 3 hours and 30 minutes my fuel pressure dropped and the engine stumbled. I already had my fuel tank switching tool inserted, so I hit the fuel pump and flipped it. Sputtering lasted around 4-5 seconds then was back to normal. Total time airborne was 6 hours and 30 minutes which is my longest non-stop flight to date. Had great weather the entire trip with a few puffies once I got to Texas.