Pinecone

Agreed And some racing is using some pretty radical stuff. Paint removal is a minor concern.

This was the Rochester Quadra Jet. So two small primaries with two HUGE secondaries. Mild mannered, until you pushed the accelerator and opened those secondaries.

My home field has jump operations also. Luckily, it is tandem only, so no novice jumpers. They land to the west of main runway (1/19) between the runway and taxiway. Pilot is very good about making his radio calls and also calling out the number of jumpers. And the jumpers are good about not lingering below about 2000 feet. The one I remember was many years ago at McKinney, TX. I was flying an aerobatic ride in a CAP-10. I pulled to a vertical line for a vertical roll and was pointed right at a jump plane with jumpers exiting. Even though I knew there was about 10000 feet between us, and they would be blown by wind, it was a moment of WTF?! My preference, if possible is still to do the offset to the right to be able to see the runway and plane that made me go around. I would need a VERY big offset to go to the left and still be able to see. If there is a right crosswind, and I offset to the left, I don't know if it is a student that might drift to the left and be climbing up under me.

Agreed. I don't want to be on the runway without any ability to look behind unless I am moving.

Then you have to make a call. I said to offset right, as that makes it easier to keep the runway and other airplane in sight. If it is a right pattern, you need to not just climb unrestricted, due to the traffic above as you said. But if you doing this from final, everyone should be at pattern altitude, giving you some space to climb, but stay under them. And, you can do this pretty close in to the runway.

My crystal ball says they will want you send in all the parts of your system for repair/reconditioning.

Do some reading about glider flying. They ALWAYS fly engine out. There are two speeds used. Best Glide and Minimum Sink. Best glide is used for maximum distance traveled for the altitude loss. So used if you want to get somewhere. Minimum sink is lowest vertical speed. So it gives you the most time before running out of altitude. Low altitude, min sink may be a better choice to give you more time to try a restart and get ready for the off field landing. You aren't going very far anyway.

The Sunoco SS-100 race fuel is 96 MON. Car MON is close to Aviation Lean rating. So, it is about UL96. Not a big difference over UL94. The race fuels over 100 MON are either leaded or HIGHLY oxygenated, typically with a lot of ethanol. Unleaded, no ethanol seems to be around MON of 92. So even the race gas people have not managed to scale this mountain.

I did not witness this event, but dealt with it after. My Parents had a 1963 Impala Station Wagon with a 327 4-bbl. Supposedly this car does not exist, as they only put the 4-bbl on 64 and later. Not sure how my Dad got it. But there was a recall on the 64 and later for the plugs used to plug the passages where they were drilled, would fall out due to differing thermal expansion. So this happened to this car. A nice fire. And my parents got to buy a new car THAT DAY. But my Dad got the insurance company to give him a check and we fixed the car. We had to replace the hood. And some of the hoses and wiring. But that was it. We had that car for another 6 or so years.

Thank you.

OK, my 85 Dodge Daytona Turbo Z did not like the stuff. Ran like crap for a tank or two of unaltered pump gas. I am sure there are, but they are not approved and likely have more issues that G100UL. The 80s F1 cars were getting 1500 HP or more on 1.5 liter turbo engines. That ran almost straight toluene.

No problem. It would be cute to have if simple, but I don't need it for anything. FYI, Windows has a tool called Snip. Search in the took bar. You then hit New, and highlight the area you want to copy and it puts it in the clipboard. You can then either paste it into a message (on some forums) or paste it into Paint and save as a JPEG. I remember that the T-38 allowed X number of hours running AVGAS. But longer if you added a bit of oil to the AVGAS.

Maybe for your J. But I cruise at 29 - 30 inches. And that is for a 65% power. If I want to go faster, it will be higher.

Not all, there is a plan to keep enough for basic enroute and approaches. MON, Minimum Operating Network. https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gbng/vormon

Do you have a picture of that fuel placard?

What car? Modern cars (since at least about 1996 models) can adapt to lower AKI fuel, but delivering lower performance. The old Outlaw Octane Boost did bad things to oxygen sensors. IIRC, it was high in methanol. I have about 3 - 4 cans if anyone wants some.

May have been using the term Radio Altitude to separate the concept from the Radar (ADSB/Mode C) Altitude.

1) You can turn and climb at the same time, so pitch and roll to climb and offset. 2) Since we sit on the left, you want to offset to the right to have the best visibility of the other aircraft. If there are not other factors.

@Aerodon sometimes has them. I got mine through Bennet Avionics - https://www.bennettavionics.com/wx-500-stormscope/ Just noticed, they have gone up a bunch, this seems to be one of those buy now to save money deals.

I remember a spray operation doing gypsy moth spraying in the early 80s. They had 2 turbine Thrush aircraft. The got deliveries of home heating oil to operate them. I loved the placard around the fuel filler. It read something like, Use ONLY Jet A, Jet A-1, Jet B, Jet B-1, JP-4, JP-5, K-1 Kerosene, #2 Fuel Oil, Diesel Fuel, 80/87 AVGAS, 91/96 AVGAS, 100LL AVGAS, 100/130 AVGAS, 115/145 AVGAS, MOGAS I loved the ONLY along with just about anything that would burn being listed as OK.

Actually it appears the problem is the LOW volatility compounds. They don't evaporate and concentrate.

There were additives to prevent corrosion. In the old days, that was one reason why you flushed the system every so often and replaced the anti freeze.

I was basing on what the OP listed as his desired setup. And yes, it is a high end setup. And no, you do not NEED a panel like that. But it is amazing to fly with one. The general rule of thumb is that the install price is about equal to the equipment price. So add up the avionics and double it is a good starting point. And there will be additions of thinking, well while things are apart, it is cheaper do it now, so why not.

Easy, water cooled. My 2002 BMW M3 runs 11 to 1 compression ratio on pump gas that is not far from UL94. Except it does perform better (more power) on higher octane fuel.

109 is a bit low. I see 140 - 150 normally.