A64Pilot

I guess your saying any kind of type of jet type rating, cause your not getting an F-104 type rating for instance. Exhibition is pretty restrictive, you can’t just go get a hamburger, without notifying the FAA when, where, route etc. if memory serves, so I’m sure they could but I believe that’s the end of the rides. ‘I don’t know how rides are given, no idea really, but I know the FAA is wanting to shut that down too, especially if money changes hands, that puts you into a whole different light, and is why I’m sure they were calling it training. Now that I think about it, I’d bet lunch they were told likely several times to cease “training”

When I raced it was in Clubman with a mostly stock GS500E, and a lawnmower trailer But it was a lot of fun, very competitive and being mostly stock I got a lot of track time where the guys with big bucks were constantly tuning and not on the track

yeah , i’m likely incorrect in saying bluetooth, wifi is probably correct. Yes it somehow determines squawk through power line, I’m thinking it’s just an antenna.’ Did you contact them via email? They were very helpful to me.

You can’t get a type rating for most Military aircraft, unless there is a civilian version, DC-3 and C-47 for example. So for pretty much any fighter or pursuit aircraft I wonder how they do that? ‘I don’t have a type rating for an AH-64 as there is no civilian counterpart, there is no type to get a rating for, even though it’s got a gross weight of 21,000 lbs. The FAA has no say, however in certain circumstances they can, for example say your local Sheriff’s office got an OH-58 from the Army when the Army got rid of them, they can fly it as a public category aircraft with a restricted airworthiness certificate, Then it’s under the FAA’s jurisdiction as it’s no longer a Military aircraft, you can spray crops with one too under a restricted certificate, Crop Dusters are Restricted category. But don’t carry passengers under normal circumstances. ‘Every rule has exceptions, for example only a vanishingly small number of crop dusters have an ELT in the US. I would have expected most Warbirds to fly under an exhibition certificate, but that’s a PIA, I believe you have to report each movement or at least each exhibition destination. ‘I’ve only done that once for Oshkosh

I have tried on two different engines fo get one of those plugs out of the front of the engine and have stopped short when it felt like excessive force woud be required. Is there a trick to it? a Hammer impact or heat or something?

I think you mean type rating, but most Military aircraft you can’t be type rated for, because there is no type Certificate. All I can see you could get from a P-40 is tail wheel sign off and high performance / complex aircraft. See I agree with the FAA here, they Warbirds have pretty much a special Category so they can fly, because they do not meet all kinds of regulations of a normal Category aircraft, so they should not be used in a manner not consistent with their Category. ‘I feel certain that if they were only giving flight instruction to new Warbird owners, or prospective buyers nothing would have been said. ‘Now that I’ve said that, flight instruction and flight instructors have been forever given special considerations in maintenance requirements and Medicals etc. I have no idea why. But 99% of the FAA bosses if you get to know them will admit that in their opinion that they waste too much time policing rich men’s toys where they should be serving the Airlines because that’s serving the public. They also love to talk about the GA aging aircraft “problem” too.

Most normal aircraft can get into a shorter runway than they can leave from if properly flown, so don’t forget you have to get out too. ‘If obstacles aren’t an issue, then dragging it in, behind the power curve will get you in shortest, due to thrust and airflow over the wing an aircraft under power will fly slower than one that’s not, plus under power the elevator is a whole lot more effective due to prop wash. If obstacles are an issue, then learn to be comfortable with a full slip all the way to just short of touchdown, dumping flaps etc works on paper, less so in the aircraft, if you have speed brakes leave them out, probably won’t do much, but why not? Its always a good idea to be short field proficient, you never know when you may need those skills if the engine ever quits.

Update on the intermittent gear extension problem, the new relays work or at least they do so far, But I don’t think that was my issue, both old relays bench test perfectly, you can cycle them many times and they always work, and there is always continuity on the poles. When removing the second relay I found this, when the terminal fell off of the wire on removal, several things are wrong with this picture, first it’s the wrong size terminal, secondly it wasn’t crimped with the correct tool and as they all look identical I can only assume it’s been that way for 41 years, but the wire being loose was I believe my issue, not an actual intermittent relay. I may replace the others at Annual just to be sure, or at least do the redneck mechanic pull test. ‘This terminal was on one of the small posts that actuate the solenoid

I believe that “Clay” someone had isn’t clay, it’s sealant used in the HVAC industry for sealing the copper lines going through buildings etc, there is also a tape that’s like a tar, both are actually not bad for this type of use, of course not forward of the firewall, and I’d try burning some even aft of the firewall, that stuff may be flammable for all I know. Used to be you could get zinc chromate putty that woud have been excellent, but I believe it caused cancer in California and you can’t find it anymore, or I can’t anyway, if someone finds a source let me know.

Why Lithium? are you going to put it into the airplane? I assume LifePo4, if so they don’t have a fire concern, but I woudnt put it in the airplane. Reason is a Lithium battery will accept huge charge rates, that’s one of their advantages, so if you put it in the airplane with the idea of it supplying power when the engine RPM is low, I wouldn’t and the reason is that at cruise RPM when the alternator is putting out a lot of power, the battery can and will take every bit it can make to recharge itself where it was running while taxing around and pre-cooling etc. Running an alt at max can lead to it overheating and failing. ‘I was suggesting using a ground power unit to pre-cool, that Dean’s connector makes it easy to plug in

Compare that to a stack of old Bendix King radios I had in the 210, I was leaving Bangor Maine IFR after the airplane being tied down outside for a couple days in steady rain. As I rotated and just before punching into a 200 ft overcast layer, water came pouring out of the radio stack, yet they continued to work just fine.

I zoomed in on your picture and saw that, it has a separate Dean’s connector for the battery. ‘I think I would get me two deep cycle car batteries and a battery minder to pre-cool. I know some people have a system that they call on their phone and it turns on the engine pre-heat, surely it could be used to start the AC so you could show up and the interior be nice and cooled off. Air has little mass and is pretty easy to cool off because of the low mass, but the interior of the aircraft of course has lots of mass, and this takes time and energy to cool, this is why I think pre-cooling is key. ‘Anyway its gotten me interested, if you don’t mind report how well it works. I just read the manual you linked to, one thing doesn’t make sense to me and that’s that it says both the 14V and 28V model will. draw 50 amps. 14V x50= 700W while 28V x50= 1400W? I assume that means the 28V model is twice as powerful?

No there have been a few that have flown again, but I think they are the exception to the rule. Maybe they landed in soft sand or something

Boss at work was dead set on his kid learning how to fly in the C-210. He never got competent in it at all, I believe he was smart enough to realize that too and sold the airplane before he killed himself and maybe others too. It seems simple to those that are used to complex airplanes but it’s not, I don’t care who you are, as a student soloing and or a new pilot it’s easy to be overcome by events . ‘The guy with the 210, he picked me up one day after taking a customers airplane back to them, we took off and he was behind the airplane the whole time, he got target fixated on programming the GPS, even though you could see our destination out the window, the whole time the motor is screaming at take off RPM, an IO-520 in a 210 has a 5 min limit at takeoff RPM Ideally it’s best in my opinion to learn to fly in a very simple tailwheel airplane and learn to fly first, then after your proficient at stick and rudder skills move up to an airplane with fancy avionics, then after awhile a complex aircraft, but I’d say get your instrument rating before going to a complex airplane. ‘Besides, the more different airframes you fly, the more you will learn about flying as each will have its strengths and weaknesses, for example one day being real proficient with the rudder which you learned flying tailwheels may save you when that big unexpected gust of wind hits

Maybe, I’d bet the Cirrus was still flyable, it looked to be so under the chute anyway, it could be his gear is what got the Metroliner. if it had been the fuselage, there wouldn’t have been much left, certainly not what I saw under the Chute. ‘I think the Cirrus chute is often used for aircraft that are flyable, just the pilot is scared, over their head etc. For example, had a customer leave Kaby is his SR-22, got about to Sylvester and the fuel pump quit and the engine as well. He elected not to pull the Chute, landed in a peanut field instead, the landing busted a wheel pant, got a local roll back wrecker to put the airplane on its back and the police escorted it to the local airport where they had the fuel pump replaced and flew home to North Carolina. Had he pulled the chute, it’s likely the aircraft would have been a total loss. ‘Not saying the chute doesn’t have it’s use, just I think not all chute deployments are justified, and the chute is way overhyped too. Oh,and the way I have heard it, the Cirrus is not known as a Dr Killer, it’s a Geek Killer. Average Dr. can’t afford one I guess

The supplied screws fit the baseplate, but not the aircraft, the ones required to fit the aircraft, #6 I believe will require you to counter sink the mounting plate, that can be done with a drill bit, but it won’t be the correct angle, but it will work. ‘It sounds to me like your phone or whatever your using is not connecting via bluetooth to the device, try to pair it again. If memory serves there is also a time limit to pair the device after it’s tuned on, and you can’t use the app when in the flight mode, which I’m pretty sure uses ground speed to determine flight mode. So far as old equipment, I originally had a 41 yr old KT-76A and it worked fine, I recently put in a 76C and as far as I know it still works, but I have not done the flight test,but have flight followed and if it didn’t work, I expect they would have said something. As far as anonymous mode, according to Jax approach when I was squawking 1200 he said all he got was the letters VFR, but surely there is a way somehow that you can be identified, I don’t believe it’s truly anonymous just as Onstar etc in automobiles etc can be remote activated and “ they “ can listen to conversations as well as track you. https://www.forbes.com/sites/thomasbrewster/2017/01/15/police-spying-on-car-conversations-location-siriusxm-gm-chevrolet-toyota-privacy/?sh=67df7c202ef8

I’m going to bet that you will never find the smoking gun as I think it was air or a vapor bubble, I haven’t looked at the data just read your description and it sounds to me like a momentary interruption in fuel flow. As the boost was running we should be able to eliminate the mechanical pump, did you happen to notice a drop in fuel pressure during the event? Try checking the fuel tank vent, if it’s partially clogged it could cause a vapor lock somewhere in the fuel system before the pumps. Of course it could have cleared itself too of the spider nest or whatever may have been there As you had just switched tanks, is it possible that maybe you didn’t get the valve all the way over? On edit. in trouble shooting I try to concentrate on was anything done just prior to the event that may be connected? You switched tanks so I’d start there. Another edit, it actually could be water

In the Ag plane it’s likely the hopper that tore the engine mount and engine loose, the hopper when full is about 4,000 lbs and 1/2 of course it’s still 1 Ton, a lot of inertia there. ‘But depending on the airframe the engine is often separated Spam Can’s like many Cessna’s and Beech Bonanza where the engine mount is built up from aluminum sheets don’t seem to fare as well as one built up from steel tubing, like the Piper and some Cessna’s for instance.

Depends on the color of the aircraft too of course, one of the vacations the Army sent me on they were curious how hot all the black boxes were getting so we put “ temp a dot” stickers on them with I think 250 as the hottest dot. ‘All the dots turned black so however hot they were getting it was over 250, but the aircraft were a dark color. ‘Whoever had my Mooney had it repainted years ago, the dark blue and white looks nice, but they put the dark blue on top, so it’s a solar heat collector, I don’t even pull it out of the hanger in Fl until we are ready to go cause give it 30 min and it’s REAL hot. I’m curious to see how your experiment goes. Is it a 110V machine and you use an inverter? I’m asking to see if you can pre-cool the airplane in the hanger. I have a theory that if you can pre cool an airplane that will make a big difference

Probably battery too, but I think it gets a whole lot hotter back there sealed up and sitting in the Summer Sun, I woudn’t be surprised if the evaporator fan actually cooled things. ‘But if you want to monitor temp back there, there are cheap wireless fridge temp indicators, but they only go to 140F. ‘This one is meant for grilling and covers 33 to over 500F

I have not looked, but think there is a landing light TSO now. ‘There not being one is what blocked installation of the LED’s for some time, when Whelen came out with their Parmethius it’s approval basis to install was an STC, which I think Whelen bought from Floats Alaska. But as there are now LED aircraft landing lights for sale that don’t come with an STC, that leads me to believe that finally there is a TSO for landing lights. ‘For those wondering what I’m talking about, there never was a Technical Standing Order that laid out how bright or what degrees of light or any other performance they had to meet, the old light bulbs were built so long before there was an FAA etc they were just sort of Grandfathered in, but someone came out with this while new technology and they weren’t allowed, which I guess could be a good thing because some of them were about as bright as a cars parking lights. The funny thing is the USCG has had standards that lights must meet for boats , well for almost ever I guess

There is a fuel page, on that page it will say something like you have burned xx amount of fuel, there will be a line to enter actual fuel used, you’ll enter it and it will then tell you that is x percent different, would you like to adjust the K factor, and you highlight and enter yes. ‘You don’t need to calculate anything, it will do it for you, if your nervous before you allow it to change the K factor write down the original K factor as you can enter it directly too and return to where you were. ‘The unit is very user friendly, and they guys at EI are very willing to help. You don’t have all the warning lights, like low fuel or oil pressure, maybe not for low or high voltage, vacuum etc. The LED’s for Warning and Caution are very easy to add if you choose to. You can see them here where I put an MVP 50 in my Maule years ago, just above the MVP itself, They are EI parts

So this is the fairing? why not .020 aluminum?

I have a no step placard as well, I assume it’s a required placard? If someone stepped on it, they are walking home, or maybe spray Pam on it, it’s called one trial learning. I would inspect the aft spar and leave the flap alone, unless your willing to reskin it, likely to find some rib damage too.

I agree, but if you can meet all three, then you should in my opinion.