GeeBee

One of my great treasures as a child was my "Steve Canyon lunch box and thermos". I wish I still had it. My B-52 lunch box was pretty cool too.

That would be fine, but I don't think I want to own a travel lift, travel lift bay and the shore lease required to haul a 12,000 pound boat out of the water. Nor is that a single man job.

I got my bill to replace my alternator. Labor rate 125 and hour. It was performed 10 days after I called the shop. I went to my marina the first week in February to schedule annual service on my boat. Nothing big, oil change and anode change. I was told it would be 6 weeks. They just got to my boat this week, 3 months later. Labor rate is.........225 an hour. This is not some local place, but the largest SeaRay dealer in the world with locations all over the country. Now they tell me they can't find techs to work, despite the fact that a local tech school has a two year marine technology program that is free to qualifying Georgia residents. I told them at 225 an hour, with a local tech school as a resource, they don't have a labor problem, they have a management problem. I should leave boating or maybe A&Ps should start working on boats.

I can tell you that you will never run 94UL in that M20M

The original owner of my Ovation set a NAA speed record LAS-PIT flying it at FL230 all the way. She tells me it she was solo and it got right up there and flew easy all the way.

Flight plan or NOAA data

Apparently, you have never lifted my wife's overnight bag.

I would welcome cpdlc.

I would be careful here and not speak too much here or anywhere else until this is resolved. This is one of the reasons I have the AOPA pilot protection package as I can get immediate advice under attorney client privilege and you should too. The guy at AOPA may not be my final choice to represent me, but you need privileged advice. That all said, and please don't say if you did or did not but this is the reason why I keep 121.5 in the number 2 with the audio on. I am also surprised they did not ask for another aircraft to relay to you. While you may not think they want to deal with you, this flight involved heading near SFRA airspace and that will color how far they take it.

Yes, cool and purge is difficult on a reverse flow engine quickly. I have to wonder is either you had some paraffin build up or a sense line iced due to condensation in the FCU. Both these things like carb ice will disappear after the crash and are difficult to nail down. Paraffin build up is particularly hard as it usually occurs after the fuel is expanded across an orifice which in a hydro-mechanical FCU there are many. P&W had multiple failures due to icing on a sense line on their PT-6 until they added a heat blanket around the line.

Very nice job handling an excrement sandwich handed to to you. A question about the Walter turbine. Why does it not have a “roll back” rpm that allows minimal flight when the hydro mechanical control fails? Usually you see a bypass port that opens to maintain a minimal flight RPM when the engine RPM is well below command. Does the new GE control have this as an improvement?

Don't get the BlackMax, bad reviews all over the place.

They also only considered the North American continent in formulating the regulation. For instance the Rupert Vulture over Asia can get up to 29,000 feet.

They factored in, altitude capability in the regulation.

I've always said if armageddon ever happens it will be causes by a failed o-ring or a bad micro-switch. The two nemesis of the mechanical world.

Forget out maintenance costs, insurance is going to be your major cost until you get somer retractable time under your belt.

The Walgreen's unit is exactly on with my doctor's expensive unit.

My boat has a warning label that leaving it in the water can cause damage. No kidding.

Flooded charge discharge profiles are different because many flooded marine batteries were what is known as "Deep Cycle" which has thicker plates that do not warp as readily when taken down low and hit with a bulk charge. AGM batteries because of the nature of their design do not have plate warpage problems and can be taken down lower than any flooded and bulk charged back. They also self discharge slower than flooded. There are so called "deep cycle" AGM's but they are really just have extra mat material. Interestingly the armed services like them because they can have holes blown in the case, easily handling 30 caliber hit, there is no leakage and the battery still functions.

You got that right! Next time you fly over a marina, consider almost all of them have AGM batteries down in the bilge on a charger. Oh no!

I've kept 3 AGM batteries on continuous charge for almost 25 years in my boat and 15 years in my planes. That's a combined 40 years and a combined 105 battery years. Indeed just about everyone in the marine world including the Navy Seals go fast boats charge their AGMs which sit in enclosed bilges, unattended. Never heard of an explosion from them.

Because the charger has internal protections both in terms of heat and current capacity that protect it. A light switch is only protected at the breaker box, not at the switch itself like a Battery Minder. To create massive amounts of hydrogen gas with an AGM battery you must charge it at very high rates, well above what a Battery Minder delivers. A Battery Minder fuse is set to blow at 15 amps, its normal output is 4 amps which will not cause hydrogen gassing at that charge rate. To gas out an AGM you have to charge at rates above 30 amps which is waaay above what the transformer on a Battery Minder can even generate. AGM batteries are "recombinant". From the Concorde web site.: Flooded lead-acid batteries have excess acid in each cell that prevents recombination of gas during charge. The gases generated during charge (hydrogen and oxygen) must be vented from the cell to avoid pressure build-up. This gas generation depletes the electrolyte of water so periodic replenishment of the water is required. AGM batteries have a “starved” electrolyte condition in each cell that allows recombination of gas during charge. Therefore, replenishing the electrolyte with water is not required. "During storage, charging, or discharging, RG Series batteries will release a small amount of hydrogen gas. The hydrogen gas must be diluted to prevent the possibility of ignition and/or explosion. Because the rate of hydrogen emission is very low, only minimal airflow is needed to dilute the hydrogen to safe levels. Most aircraft battery compartments have sufficient natural airflow that a separate air ventilation system is unnecessary. When the natural airflow is not sufficient, RG Series batteries are available with vent tubes for connection to air ventilation systems. Contact Concorde if further assistance is needed to determine the airflow requirements." All this adds up to if you keep the charger below the battery and outside the battery storage area, there is no explosion risk because hydrogen rises and there is no significant hydrogen build up with an AGM battery due to its recombinant design. What little hydrogen there is, is quickly dissipated.

Is the power to a light switch always on? Think about it. One wire to that switch is always hot AND there is the ground wire. As to explosion of hydrogen gas with an AGM, unlikely if you understand the technology. The Battery Minder cannot generate enough amps to make it happen.

I know you are not the first. I believe Cole did an install on a G1000 Ovation and I saw one on Controller with Cies senders.