Pinecone

Yeah. I got quotes on G3X with 6 cyl EIS, GFC-500 with yaw damper, and PS audio panel last summer and they started at $50K

The issue some some circumstances is the pilot recognizing that there is a problem, admitting that the answer is the chute, pulling the handle, and the time from handle pull to full deployment. Cirrus greatly reduced their rate with Cirrus specific training and getting pilots to understand that pulling the handle is not a bad thing, the insurance will handle it.

What RATE are they using? For this comparison, the proper one would be percentage of accidents that are fatal. Not the number of fatal accidents per X flight hours or per number of planes.

Then, you know things are going OK. For the T-38, the 1000 foot check speed was typically a bit over 100 knots, but but most times you were WELL above the minimum.

See if you can contact Paul Bertorelli on AVWEB. It seems like something he might be interested in tackling.

Anything you have is good. The 50/70 is just another tool in the toolbox. If you fly off of IFR marked runways, you have a 1000 foot marker. In the USAF we had a 1000 foot check speed. If you were not at or above a certain speed at 1000 feet of takeoff roll, you aborted the take off.

Just remember, in 40 years there will be 60 year old Cirruses that may be affordable to the average person.

Remember, the autopilot drives the FD cues. So if you have the same autopilot, it will give you the same wrong info on the fancy new display.

Sometime you are on a long runway, see low low of MP you need to get full RPM.

I understand that. My question was, if the tank is low, will the outboard sensor read 0 ohms or a small resistance. If 0, then some fuel will have to be put in to get the float off the bottom.

Only second generation USAA here, AFAIK. But GF was Coast Guard, so he may have been. But my Dad is coming up on 73 years as a member. When he calls and they ask for his number, that always tell him there are not enough digits, but once they type it i, they comment they have never seen one that low. I am only coming up on 43 years. I keep asking them when we are not in their commercials. We REALLY have been members for longer than many peoples lifetimes. I will check him out when I need to renew.

Thanks. That is what I was thinking. Would there be any resistance if the outboard sender is fully down (no fuel)?

Thanks. That is what I was thinking. And yes, I did get a quick disconnect.

If you are over 50 knots, you are over the 70% range, so you would be taking off..

How are the fuel senders wired? I seem to recall hearing that they are in series. So gauge to inboard sender to outboard sender to ground. The issue is, my right side setup does not read higher than about 25 gallons on the gauge. The left side reads full, when full. The right side, once the fuel burns down, reads normally and accurately. Left works fine. At the annual, the shop found the outboard sender was binding at about half travel, so it was sent out of overhaul. But that did not fix the issue and did not change how the gauge reads at all. If they are wired as stated above, I would suspect that the system is grounded between the inboard sender and the outboard, basically bypassing the outboard sender.

It that true now days? But good to know.

I have flown something like 3 or 4 NDB approaches in my life. And all but one was in my CFII training/checkride. The one real one was into Morehead City, NC, and was the only approach they had at the time. But it took you out over the ocean and the clouds were over land and stopped at the shore line. So once I got out over the ocean, I could turn back and see the field and do a visual. I guess I should count that one as only 1/2 an approach. \

They have never wanted to insure motorcycles. When I got mine, their quote was stupid high and they admitted that they just didn't want the business. They don't insure airplanes, but they have an agreement with Falcon to handle USAA customers. If you call using the number from USAA you get a special group at Falcon that only handles USAA customers. They do the same thing with travel insurance. They had a deal with Travel Insured, and if you go through the USAA site, you get better coverage for less money than others.

That is a seriously gross generalization and over simplification. MANY people are very happy with life in general and their career and are not airline pilots.

For Instrument and Private, I recommend some form that teaches you the actual material versus preps you for the test. For these two ratings, the information will be used for the rest of your flying career. For the other ones, get one of the test prep books and learn to pass the test. Most of the info is a rehash of the Private and/or Instrument.

A lot depends on WHY the aircraft flipped over.

The one other nice thing about a factory reman is, you can order the engine, wait for it to arrive, THEN down the airplane to install it. With an overhaul, the airplane is down for the time to remove it, crate it, ship it, overhaul it, ship it back and reinstall it. With the current situation, that can be months.

You can stop faster than you can accelerate. So if you make the decision at 1/2 the runway, you should be able to stop, no matter how short the runway is. That is how this rule of thumb works. And most runways have some reasonable overrun, so even if you go off the end at 10 knots, it is likely to be no big deal. If you go off the end at 60+ knots, it is a MUCH bigger deal.

I have one vehicle with about 140K. And two in the 90K range. I have had to replace ONE coil out of 18 on those three vehicles. And 35,000 miles is about 1000 hours, so 100K miles is about 3,000 hours.

Hey, they were originally designed as a medical device for use by doctors in treating female hysteria. Really, look it up.