Pinecone

But was there anything really different for the 205?

I plan on calibrating things for a dip stick and both the wing gauges and the fuel gauges. As a rough wag, I ran one tank to the 27 mark and it was about 31 - 32 in the tank. But I could see 34. I have to look for that addendum to the POH. I figured I would calibrate full to the original fill ports to have a lower baseline than totally full to get things back in line.

See above

The plane is actually for sale right now. But this happened around 20 years ago, and he owned it, flew if for many years after. Air boss made him apologize. He started with, "I was told I have to apologize, but I don't think I did anything wrong...." What a d**k. At another air show, one of his brakes locked up. A couple guys worked overnight fixing his plane. For free. He did not even say Thank you.

A thread on another forum pointed out that the P-63 was following other fighters, but went very wide. From the description of the pattern, wide meant crossing the boundary between the two patterns I posted this on the other forum about a near mid air that nearly took me out. While there are formation training/qualifications to fly formation in shows, there is no requirement for non-formation flying. I was one of a number of T-34s that came close to being involved in a multi plane mid-air at Sun n Fun. At Sun n Fun, at the time, the L and O aircraft did flybys on the 500 foot show line, pulling up and crossing behind the crowd. T-6s did the 1000 foot line (runway). The fighters and bombers did the 1500 foot show line, with pull up for "downwind" at or below 800 feet. The T-34s had a race track angled 45 degrees to the runway at 1000 feet with the T-28s 90 degrees to the T-34s at 1500. GREAT show for the crowd. Lots of planes and always planes roaring by. One of the fighter guys did not understand altimeter lag and that you cannot zoom to an altitude THEN roll and pull and not go above the altitude you started to maneuver. So, suddenly there is the underside of a fighter, belly up to a formation of 18 T-34s, close enough to see how dirty the belly was. Pilot never saw us. And would not acknowledge that he screwed up and busted through his altitude.

Easy peazy. Brass nut. Brass Blackening solution. Done. https://www.amazon.com/Brass-Finish-3-Ounce-Product-Dimensions/dp/B09JYKZLG7 https://www.amazon.com/OSJS-Blackener-Nickel-Steel-Iron/dp/B07HY9H2J5/ref=asc_df_B07HY9H2J5/?tag=hyprod-20&linkCode=df0&hvadid=563685117503&hvpos=&hvnetw=g&hvrand=5295581613657989015&hvpone=&hvptwo=&hvqmt=&hvdev=c&hvdvcmdl=&hvlocint=&hvlocphy=1018545&hvtargid=pla-1675088894834&psc=1

I had not seen it previously. And someone else resurrected it.

If I tried to take off with the trim set for landing, it would be UGLY. I am nearly full nose up trim when landing. For my normal load (2 people, 1/2 - full tanks) I set the trim to be be at the nose up limit of the TO setting range (252).

1) Keep the 530W and 430W and move along. You can later swap them out for Avidyne replacements. And can be done one at a time. 2) Replace the 530/430 with a GTN-650Xi and a 255 nav/com. Alternative, keep one of the two, put in 650Xi. 3) Spend your kids' inheritance and put in a 750Xi with 650Xi as your second nav/com. A GTN is going to sync up and work more seamlessly with the G3X than the GNSs. Not sure of your transponder, but the 345 is very nice.

We did 3 chamber rides in USAF UPT. The first one was the standard one. I was the guy they gave up on. I was answering their questions, doing math problems, etc. So finally they just told to "treat yourself." That was the term to put on your mask and push all 3 levers forward (On, 100% O2, and Pressure). The second one was a short one before night flying. This one was the most impressive. They had us at 5000 feet, mask off, in low light. They handed up that large square card. After a while (20 minutes or so), they had use turn the card over. It was a pie chart with lot of narrow segments in various shades of grey. They can the command "treat yourself" and you popped on your mask, took one breath and BANG, all those greys turned into bright colors. The change was so dramatic, that most people jerked their head back it was so sudden. Final ride was before flying the T-38. This was the explosive decompression one. They had about 5 people at a time in the small side chamber. They had us at 10,000 feet. The large chamber was pumped to 35,000 feet. Then they popped the door between them. BANG, almost instantly at 35,000. Another attention getter.

Like I said, I only flew my friend's King Air the one time, and it did not have nose wheel steering. I don't mind the system, just where they placed the switch.

That may be the only answer, due to concrete being porous.

Hmm, the only experience I have in a King Air (C90) it did have a castering nose wheel. Steering with brakes and power (including beta).

To be clear, I am NOT recommending using it in your hangar with the plane in there. Just that once it is applied and stops foaming, there is no longer any acid left.

He was talking about a true altitude chamber, where they pump out the air. You experience both lack of oxygen and low pressure (other physiological effects). The traveling system just lowers the oxygen level to simulate lower partial pressure of oxygen at altitude.

Except working the throttles with the right hand, then reaching across and down to the center console with your left hand to work the rocker switch, and still be able to look around to clear the area. Oh, and there is no indicator, so you have to be VERY careful on takeoff that the nose wheel is straight. One neat mod on one I got to fly. They put a second double rocker on the glare shield about where you would naturally grab it with your left hand. So left on the glare shield with thumb on the switch, right on the throttles, sitting upright and straight.

There is no off gassing if it is used correctly. It reacts totally to become salts and gasses. Calcium carbonate and HCl becomes Calcium chloride and CO2. The CO2 is why it foams when reacting. When the foaming stops there is no HCl left (unless you use so much there is no concrete left ).

An infamous Ted Smith nose wheel steering system. Have you taxied an Aerostar?

This is why I mentioned painting it. The U-Coat-It in my garage has been down for 20 years and is going strong. I only put down the color coat, I did not add the clear coat (most slippery) so it does show some grime.

You acid wash fresh concrete to neutralize the excess alkaline. Excess alkaline exudes from the concrete and will lift any paint that you apply if you do not acid wash. But again, about 2 cups per gallon of water. Spread it around and very quickly the acid and alkali neutralize each other and all you have is water with some salts in it.

I saw two. One was mine. I was at the FBO and they have one in the hangar for some maintenance. Looks like a short body, but with a J windshield. I do not remember the N number.

For a carb engine, try running just slightly below WOT. The slightly cocked throttle plate can cause turbulence to even out the misture distribution to the cylinders. Also try a touch of carb heat. That can also help. Otherwise, go old school, lean until it is rough, then just rich enough to smooth things out.

For moving Cessnas around, the deal was, push down on the SPAR, right nest to the fuselage. Too many people pushed down on the leading edge, leading to damage

As was mentioned, it is like 2 cups of acid to a gallon of water. And ALWAYS ADD THE ACID TO THE WATER.

Almost 3 hours at cruise for me.