0TreeLemur

Beg to differ on Wyoming. I thought that once. Raised in CO, bounced around east of the Mississippi for over 10 years then moved to WY. Wyoming climate is closer to Siberia than CO. The southwest 2/3 of the state is at or above 7000'. Cheyenne is 6000' THE WIND! Up in north central WY its not so bad, but the winters are FRIGID COLD. When the wind stops blowing the cold air from the top of the mountains flows down and fills up the basins. Some places in CO west of the continental divide are similarly cold, but the front range is a warmer micro-climate. Don't know much about MT.

This seems to be all the rage. Ugh. However, if they do jack up the price of ff, all I need is: Ability to enter a flight plan Moving map with sectional and IFR chart overlay FIS-B weather display & ADS-B traffic Ability to view airport info Display approach plates - georeferencing would be a bonus but not necessary, I get that off my IFD540. Cursory examination of AvareX suggests that it might fit the bill. And it doesn't look like an '80's video game.

That's right, the new one I just received was a digitally signed pdf.

One of my graduate advisors gave me an APL code once to use as a starting point for a model I was helping develop. It was about 35 lines long. That routine is now running continental scale flood forecasting. In Fortran. A lot longer than 35 lines. (first time I've ever used that face on MS).

@GoDemonDeacons I just went through this process due to N-number change. E-mail your local FSDO. They will get back to you. The person that contacted me sent me a very detailed list explaining what I needed to you. In short, you must upload a scanned letter, signed by the owner(s) of the aircraft explaining why you need an A/W Cert. Valid reasons include lost, damaged, N-number change. They might want you to upload some documentation like that scan from your log book. Here's an excerpt from what they sent me: First step is to go to the following website and complete your application for replacement Airworthiness Certificate: https://awc.faa.gov/AWCExternalApplicant/Splash/Index Please note, registration will require setting up a two-factor authenticate (2FA) credential. Click 'Agree,' button at the bottom left of the login page. Click 'New User Sign-Up,' IF you are not already registered for 2FA in MyAccess Click 'Login,' at top of this page AFTER setting up 2FA credential Complete Replacement Certificate application process in AWC, the ‘Help,’ button at the upper right-hand side of page is helpful if you have questions completing your application You will also need the following documents to upload to your application in AWC: Signed statement detailing nature of need for replacement certificate, SIGN the statement before upload. If lost, make sure this is detailed in said statement. Note: Completed FAA Form 8130-6 IS NOT required for a replacement Airworthiness Certificate. etc.

For grins I just downloaded AvareX on my iPad. Seems a nice start. I'll give the UI a score of 5/10 . It would work as a moving map with selectable background. I give deducts because I don't see how to enter a flight plan, and random button pushing didn't reveal anything useful in the "Plan" page. I also see the "Plate" option, but don't have a clue how to display one. I did download some. Doesn't seem to have the ability to select an airport, at least not from the Map display. This is a major gap. Of course I have not RTFM. I guess this is a work in progress? I can see that it could become a competitor to ff someday with some more development. Is there an FM I should R? Anyone using it?

That is a fake photo! The scale is all wrong! I was raised on a farm/ranch. I know that wire- it's sheep wire woven in rectangular panels. Those rectangles are about 5" tall and 7" wide. Either the plane is too small or the fence is too big. Look at the shadow under the left wing relative to the sun angle- it's wrong and too diffuse. That's a two-track road, no more than 10 feet wide. The airplane is too close too the fence and at too weird of an angle to have ever gotten into that position at speed. I'm calling B.S.! EDIT: I seems I was wrong- the grids on that fence are much bigger than I thought. Never seen 'em that big. Mea culpa.

The wind and direction of flight usually determine my altitude. Heading west- usually lower to avoid the winds up high. At least 4,000 though. Often 120-130 knots G.S., sometimes 110 (ugh). Coming back home, 11,500, 2500, 7.5 gph, 160+ knots G.S. Did non-stop Santa Fe to Tuscaloosa last year in 6.1 hours.

Ambient air is pumped past fins on the cold side of the Peltier, condensing out water. The ambient air has a dew point of 70F or more. The unit outputs air with a dew point less than 50F. That air with reduced water vapor content is then pumped into the engine. Unless the engine cools to near 50 at night condensation won't occur. In a place with dew points near 70, the nightly low won't get much lower than 70. So the relative humidity in the engine stays at about 33%.

Cloud height is hard to judge when you are up close to them. Stormscope for the win. I won't go into any cloud that has lightning or known icing. I've penetrated baby CB's before they started producing enough precip to show on radar or lightning. Bumpy, but doable. Once approaching the IFR alley across mid-Mississippi a big, fat growing CB sat right at the entrance. I asked for deviations. Was told "nope, MOAs on both sides are hot." The FIS-B weather on the iPad showed nothing. I asked Memphis center if they had any precip on the scope. Nope. Told my co-pilot to cinch up, slowed to 120, and in we went. Wheeee! 5 minutes of tilt-a-whirl.

I built an engine dehumidfier a few years ago using a Peltier cooler and aquarium pump. The control loop uses a research grade temperature/r.h. sensor located in a separate chamber from the cooler. The control program solves for the dew point of the air being pumped into the engine, which I can set to whatever value I want.

Yes it is. When I first started painting, I was doubtful- it seemed too light but it darkened with each successive coat. The two component paint they put in a rattle can must not have a lot of pigment in it. But I sprayed outdoors in sunlight and stopped when it was as dark as the original. I reckon it took 7 or 8 coats. But it is a metallic paint and the guy did a heck of a job.

I had paint codes in the log books. PPG wouldn't divulge the formula for the blue color, but Mike at Route66 paint said that he new how to mix it. It is indistinguishable to my eyes. He did that from a few photos I sent him under different lighting conditions!

Thursday (yesterday) morning at 7:22 a.m. CDT a person from the FSDO in Birmingham, AL, replied to my e-mail asking if I still needed a revised A/W cert. I replied yes. An hour later, I received an e-mail from the FAA Certificate Management Section in Atlanta with detailed instructions explaining what needed to upload to their website. They wanted a scan of the current A/W cert, a copy of the form showing that I've changed to the new N-number, and a signed letter requesting the revised A/W cert explaining why (change in N-number). I happened to have all that but the letter. So I typed, printed, signed and scanned the letter and uploaded all. An hour later they e-mailed the revised A/W cert to me. All done by lunch. Wow. No complaints about the FAA in this matter. They did a great job!

Same here.