Pinecone

No, there is never one right answer for all conditions. But the rule of thumb works for most people most of the time. You just need to realize when it does not. But do you know your stopping distance from say 50 knots on wet grass???? If you don't have that data, you have no way to figure out what to use to consider an abort.

No, it tells you how much you did add. It does show you how much AS you add. The bottle linked above allows you to tilt and put a certain amount in the small part and then pour that into the engine or an oil bottle. I like to add half a quart, then add the Cam Guard to the remaining, then shake and then add to engine.

This too.

I went on the CamGuard page, used their Contact Me to suggest this to them.

A lot of cancellations you can blame on Congress. Because of one highly publicized case of people stuck on a plane for a long time (and it was more the issue with the airport not the carrier), if you are on the plane for longer than X, you get compensated. So instead of boarding, if there may be a delay, they just cancel the flight. And if it is due to weather, the carrier does not have to supply food or lodging. Win-win for them, but the passengers are stuck and it may be days before they can get another flight with the higher load factors. I had a series of flights (had one, cancelled, the replacement was cancelled, and the next replacement was cancelled). So I ended up having to overnight in MCO. Not a big deal. I had been rebooked on a flight early the next morning, complete with my upgrade. And I had a pretty high status with that airline. Which waiting for the airport shuttle, I started talking with a family of four. They had been originally booked on the last flight I had been moved to. They were booked out THREE DAYS later.

My first airline flight was at about age 2, and SEA to HNL and the airplane had pistons. I don't really recall that flight, but I do remember later ones in the early 60s. And even as I child, I was dressed up. With dress shoes, pants, and a tie (probably a clip on, but a tie). And my mother wore a dress, with stockings, and heels. I know some of the Asian airlines have age limits for FAs. I was talking to a few that were now working for a US carrier, because they aged out (at just over 30) from the initial FA job.

The way it works for stopping is simple. The airplane stops better than it accelerates. If you abort, still on the ground, at the half way point, you will stop before the end. No math needed. 252/Encore, at max gross at sea level, zero wind, 15C OAT, it is a 1750 foot ground roll. Same conditions, the landing distance is 1200 feet. So if the runway is 3500 feet long, and I abort at halfway, I will be just at liftoff speed. But can stop 550 short of the end of the runway.

I was just thinking of these. I have seen other products in them. Maybe we should ask CamGuard to offer their product in this package. Thanks.

Status light is nice. Separate breaker is not so good. I plan on an emergency bus when I go my panel

Based on the experience with Cirrus, TRAINING. Aircraft specific training by instructors experienced in the aircraft, with a defined, proper syllabus. Basically the same way airlines and the military do things.

Yeap, it really does help to have airline status and upgrade. But even in economy, some airlines provide good service with a smile

There are several threads on Pilots-n-Paws forum. But there here is a link (from that forum) from a law firm about deducting expenses as a charitable donation. https://www.pilotsnpaws.org/forum/download/file.php?id=3833 According to them, you CANNOT deduct fixed costs (annual, hangar rent, insurance). Only fuel and oil, pilot fees (landing/ramp/parking), rental costs, additional costs for insurance for this activity. "No Charitable Deduction for Fixed Costs of Flights for Charitable Purposes While the FAA now appears to permit aircraft operators to perform some charitable flights and take the associated tax deduction, the IRS only allows a charitable deduction for variable costs of transportation for charitable purposes.8 “Only those expenditures incurred for operation, maintenance, and repair, which are directly attributable to the use of such aircraft” on a charitable flight can qualify as charitable deductions. Examples of costs that could be “directly attributable” to a charitable flight include (a) the cost of fuel and oil for the flight, (b) pilot fees incurred solely for the flight, (c) rental charges for an aircraft used only for the flight, and (d) extra liability insurance incurred only for the flight."

But so far, the only engines to have issues are 550s. As I understand, 3 of them. 2 on the ground, one in flight. One of the ground ones only had 25 hours.

DUH. I was wondering how to add when adding oil. I actually have as syringe designed to measure oil for premix. I would add the Cam Gaurd to the oil in the bottle, shake it, then add to the engine.

That is the only one I have not read. I have it though. There are some detractors to Mike. I feel he has done a great job of collating info from a number of sources and presents in a clear manner. A lot of good info I did find a lot of overlap between the books. So if you read all three fairly close together you will be thinking, didn't I already hear this?

No, they are not. If you have the same rate per X hours, of fatalities, yes. But even then, one airplane may have more crashes than the other, but the same number of fatal ones. And even non-fatal crashes leave lasting issues. BT, DT, have the scars.

There are some airlines with excellent service. Even the US carriers have periods of time when they provide good service, then they get stupid and service sucks. The big Middle East carriers have excellent service. Some of the Asian airlines also. But most times, you are correct, the service sucks. As for the security aspect, for US, get Global Entry/Pre Chek. $100 per 5 years and WELL worth it.

Why would it effect 520/470/360 when the problem is limited to 550s?

Hint, the number is 4. Now figure out how.

When you hone a cylinder, at least the way it is done with auto engines, you get the same shape as you started with, you remove metal evenly. If you bore one, it would be hard to bore in the choke

I was thinking when I do a major panel upgrade that I would change to toggle switches. They make CB switches.

Again, what RATE is that. Rate per number of airplanes? Rate per X number of hours? For what we are discussing, we need to have the rate of how many of the crashes are fatal ones. For example, Airplane X fleet flies 1,000,000 hours per year. Airplane B is 500,000 per year. If they have the same fatal accident rate per year, Airplane B is more dangerous as they are having fatal crashes twice as often, per hour, as Airplane B. Or you can have a case where Airplane A has less crashes per 100,000 hours than B, but a higher percentage of the crashes in A are fatal. That is what we are talking about. Not total crashes, but how many of the crashes are fatal.

In Baltimore there is a trash to power plant. Nice business model, people bring you fuel and pay you to take it. Then you burn it and sell the power. To me, win - win. And why not build more. The metal come out molten and are recycled. Most of the rest is burnt and they have excellent scrubbers so only water vapor and CO2 go out the stack.

Then the fun question can be, how many people can log PIC at the same time?

That has been the case for decades. Not claims, but the two agree that the safety pilot IS the PIC. But the safety pilot can only log the time when the person flying is under the hood., not the whole flight. And they cannot log it as XC time. The last was a letter for FAA at some point The question in the letter was worded incorrectly to get a good answer. There is no OBLIGATION for anyone other than the pilot acquiring the airplane (renting or using own or ...) to ever pay anything. The question should be whether the safety pilot MAY pay for a pro rated share of the cost. ANYONE in the airplane can share expenses. Even non-pilots. But the pilot cannot pay less than a full share. 2 people, the pilot has to pay at least half, 3 people, no less than 1/3 and so forth. I know a while ago, some of the big schools for building time would send two students out in a twin with one flying and one safety pilot and switch. Both logging PIC time AND, to be complete, you have to have a common purpose. So your friend cannot say, hey I need to get to X, and you say, cool, I will fly you if you pay half. If you are going to X and a friend asks to go along and offers to pay half, you are good to go.