FlyingDude

For wx and notam updates. To entertain pax (netflix, you tube).

Airplane flying handbook chp 8.3 "downwind is 0.5 to 1 mile fun rwy... turn base 45* from approach end of the rwy" Right turn is precluded in cfr 91.126 b1. It says make left turns. 91.126 b2 says "powered aircraft must avoid the flow of aircraft in par b1 91.126 b2 clearly gives priority to the rectangular pattern over straight in. Far aim 4.3.3 , fig 4.3.2 says turn final within 0.25 mile from rwy Far aim 4.1.9 g4 "discourages straight in approaches" it literally says "straight in has no priority over other a/c in traffic". Ac 90.66c, 9.11.3 "ifr has no priority" As for the cut in: couldn't find a minimum separation, but it says atc provides 3nm in terminal areas but 5nm in en route. Of course, 4 planes in downwind or formation flights clearly violate this. I read the "don't cut in" clause as "don't enforce your right of way because you're lower by getting in front of the guy and have him do evasive maneuvers". If one is at 5nm and the other is within 1nm, or already in base, the 1nm one comes first. If one is on 1-2 nm final from a base or straight in, the other one waits to turn base with the other one abeam. Just don't enter base knowing that the other guy was or will be already too close. Don't dip down to push him off because you're angry at the neighbor's dog. But one thing is certain: you can't start a 10nm final leg on an ifr plan assuming that people will scatter out of your way like chickens that heard a fox.

@201er in vfr, the pattern is within 2 miles from the field. The guy chasing needles at 5nm is not on the same final, even if he's on the final leg of an ifr approach. Same 91.113 gives the right of way to the lower aircraft. On base, you're 500-700agl. 3 degree path puts you to 1500agl at 5nm. But I commend those who extend their downwinds 5 miles to let in needle chasers. You may want to ignore the text and the AC cited, because we all agree that ACs are not regulatory. (Ac90-66c par 9.11.3) But please do open the link for the picture. https://goldstandardaviation.com/f/why-ifr-traffic-does-not-have-right-of-way-over-vfr-traffic

My point is, venting here or on other social media is futile. You need to call them and talk to their chief safety officer. If that never works, then call up your fsdo.

Thanks for venting but you know that ATP folks don't hang out here, right? One time, I was up just to warm the oil and found myself in downwind at a nearby airport. There was this atp hotshot and his student shooting the ILS "approach" in broad daylight. Long story short, while he was 5nm out, I turned base. Then he dipped below me. As you did, I stayed clear and had a verbal exchange. I said "you can't do that... straight in approaches have no right of way... look up the accident at Las Vegas. " He goes "I'm IFR, IFR has right of way, look it up in AIM." I just said "that's bullshit. You're vfr and are under vfr separation. . you might cause an accident." To which, a couple weeks later another straight in approach plowed into another plane in the pattern. But, i captured his tail number, adsb track and called up ATP and gave an earful. And I said 'if that doesn't stop, next time I'm calling the fsdo." IFR my a$$. It was unlimited visibility and 0 clouds and no wind.

Could you please explain this?

Thanks... this is a Kannad unit. The installation manual refers to the self test but they also refer to a service letter for periodic tests. That in turn explains how to measure voltage and do the crash test. It does emit 121.50MHz signal during test but 406Mhz emission is not required by 91.207. It doesn't emit that during self test but only after 50 seconds of being at ON setting... I do have a decoder, I could decode the test signal but I don't want to be the guy who tested that the hangar wasn't enough of a Faraday cage - or deal with sending test request faxes... The reason I asked is some IAs online believe that self test suffices to fulfill 91.207. It sounded weird.

Thanks... this is a Kannad unit. The installation manual refers to the self test but they also refer to a service letter for periodic tests. That in turn explains how to measure voltage and do the crash test. It does emit 121.50MHz signal during test but 406Mhz emission is not required by 91.207. It doesn't emit that during self test but only after 50 seconds of being at ON setting... I do have a decoder, I could decode the test signal but I don't want to be the guy who tested that the hangar wasn't enough of a Faraday cage - or deal with sending test request faxes... The reason I asked is some IAs online believe that self test suffices to fulfill 91.207. It sounded weird.

Hello all, This question is more for IA/AP but please chime in with your experience. The question is, "how did your 406MHz ELT get tested during annual inspection to comply with 91.207?" Thanks.

Hi guys, I thought I saw a thread on this here, but I can't find it now. I rode in a Bonanza A36 which had a starlink antenna on the top portion of the windshield. I don't think it obstructed the view terribly. But my mooney is smaller... Has anyone successfully installed a starlink on their mooney without affecting visibility or performance? Thanks...

The big question is, was he going to work face to face with people in MD, or was he going to sit at a desk taking Zoom calls and wearing noise canceling headphones to concentrate over the office cacaphony?

My oil temps were going higher. At first I flushed it using a 20$ pump from Amazon. Ran it like for 4 hrs, 30 min in each direction at a time. I straightened the fins with a radiator comb. I only gained around 5*F, which is trivial. I put in a new vernatherm and it solved the problem.

If it's plumbed to the MAP, then it will increase the advance, which will lead to higher cht. I gained about 10F on CHT after installing surefly. But it's still way below high range. You might be leaving the mixture just above peak, which maximizes CHT.

3,4hr legs. Max 7hrs in a day with wife only. 2,3 hr legs, max 4hr in a day with kids (8,6 yr). I do not allow for food or drinks in the cockpit, so we need to stop to eat, so our leg timing works out. Unless they have genuine interest in flying, you need to keep them comfy and entertained. My kids are growing some interest in piloting ever since I let them sit in the front seat, but that doesnt translate into patience during long XC. Wife has clearly spoken that she actually doesn't enjoy flying GA but she acknowledges that it does save a lot on the door2door block time compared to airlines or driving when traveling to many destinations, so she is "happy to tolerate it". Get your dynamic prop balancing done. My wife noticed it once I got my AP and bought the machine and took a half day to bring it down to quasi 0. Her daily tolerance rose from 3hrs to 8hrs. But she doesn't like driving more that 6,7 hrs anyway, so that's our cap. Stay above turbulence even if that means higher headwinds. The Bluetooth connection into noise canceling headsets combined with panel USB power allows for wife's Netflix binge. Kids have their tablets with headsets. I assume getting starlink could further improve the situation.

I have a Brittain yoke plunger, in case you were going to the lengths of rebuilding one only to have a working one.