Pinecone

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.

No, no system is 100% fail safe, but it is still bad engineering to have a single point of failure that causes both your normal and your emergency back to not work.

Very shiny. The cover really is glossy And large, 8.5x11. Not one of those little jobbies.

Hmm, interesting, I will have to look and see if I have them. And open them up. My feet get cold at altitude.

With a pulse demand system, you don't need the ear plugs, because the O2 only flows when you start in inhale. So the O2 is carried deep into the lungs and is not lingering at the nostrils. An elegant solution to a non-existent problem. I have 2 of the boom canulas, but have not installed one yet. One reason, trying to decide which side to install it on.

I think that most of the advice was meant to point out the possible issues, so that you can either take a good close look at things, or walk away if you are not allowed to look or you find issues or at least to know you have issues and have the contingency funds to deal with them

Hmm, on my prebuy they pulled the lifters at my request (Continental). And it was good they did, they were all pitted. Seller paid for a set of new lifters.

Also, I don't see how to make them adjustable pitch/constant speed. So the big question for aircraft is whether they are close to as efficient over the whole range of operation.

All my experience with FD is dual cue (T-38 and A-10). I found it very easy to use. I should play with single cue on my flight sim.

Single point failure modes are NOT good.

One other option is an oxygen concentrator. It uses a special media to capture nitrogen, thus delivering air with a higher % O2. Inogen is the one most mentioned in aviation. Reports are that it will supply two people up to 18,000. No filling required.

168 countries. Used to be 169. Obviously I did not get to all of them.

Part of the issue in adopting auto technology for aircraft engines is the the feedback control in auto requires an oxygen sensor. Which is not possible with leaded fuels. You can automate aircraft engines more. But you need to get things past the FAA approval and the inertia of the pilots/owners. Continental went this route and came up with a fully automated engine, that no one would buy. Actually, as I understand it, the test cell and instrumentation at GAMI is far in advance what the manufacturers have. It is designed, specced, and run by engineers, not bean counters. BTW, have a modern engine control system they have had running for years. Once G100UL is up and running and not using up their time, they may work on getting that through the FAA process.