Pinecone

Yeap, some times your number is up. Practicing emergency egress is a good thing also.

Marauder, we are neighbors. At 0W3, we get that little cutout on the southwest of the TFR. ForeFlight is Orange before it becomes active, then Red when it is active. What I thought was strange with the KSEA area pics was that the TFR appeared to not show up on the 650.

I rented from a local Enterprise near LaPorte when I did my transition training and picked up my plane. We called and arranged to have the car picked up at the airport instead of shuffling things around. Later that week, the office called me and wanted to charge $200 to pick the car up at the FBO. WTF?! For less than 5 miles????? They were going to be nice and cut that in half. I told them that doing so would lose me as an Enterprise customer. So they waived the fee. Strange thing was, for free, they would have driven me back to the airport, OR they were closed, they would have refunded me the cost of an Uber to drop the car at their office. Makes NO sense.

You could probably use a urethane mastic (3M 5200) that would stick down better than silicone. But, it would make it hard to remove if you needed to do so. You can remove items attached with urethane mastic by running a thin wire through the joint to cut it, but with the fuel capsule recessed, it is hard to do that.

The other thing to look at in the NTSB report is for smoke in the lungs. A large fuel fire after a crash, that small extinguisher is not going to do much of anything. Remember, on the flight line for engine fires, they had the BIG ones on wheels. And that was just to somewhat control it until the fire department rolled with trucks and foam and other things.

There is also Halotron. Not as effective as Halon, so you need a larger amount for the same size fire. But unlike Halon, this one is still being made. If a shop threw out my Halon extinguisher, for whatever reason, they would be replacing it on their dime. Halon is highly recycled, so a good fire extinguisher shop should be able to top it off, or recycle the Halon into a new one.

Hmm, I have status with Hertz. So get to rental lot, walk out to the proper space (listed on a board), get into car and drive off. Don't even have to deal with a lockbox.

It seems that up to 10% high is OK.Hmm, I can get back to 2700 RPM instead of 2600 on my -SB.

Ask to see what regulation requires it and specifies the size.

And considering that new planes and cars come with warranties, that are frequently used, I would say that new planes and cars are also not perfect. Mike Busch has some charts in one of his books that shows a new engine is more likely to fail than a one near TBO. Hmm my cars are 10 years old, 20 years old, 21 years old and 27 years old. The 21 year old is something of a rust bucket, but it is the only larger (SUV) vehicle and gets driven about 1500 miles a year to haul stuff. Oh, and my race car (SCCA SRF) is about the same age as my plane, circa 1987

SYnthetic oils, AFAIK can handle the carbon, they just did not handle the lead well.

You CAN look it is, but it is fluttering around.

In a hover yes, but in forward flight, the rotor wash does not hit the windscreen. At least not in an R-22.

That doesn't work that well on single engine planes. It only shows the propwash direction. GREAT on gliders and helicopter.

There is a website that lists airports with FREE cars. https://www.airportcourtesycars.com/ Local airport does not have one, but if someone is around, they will give a ride. Or there is a nearby Enterprise to rent one. There used to an airport nearby that had an old beater, free for use. If the gas was low, you would stop and put a few gallons in. The muffler fell off, so some pilots got a replacement went over and replaced it. Just some info. Not sure if I would use a paid courtesy car versus a Lyft/Uber

The oxygen regulators in military aircraft start supplying O2 at 10,000 feet cabin altitude.

With a small portable bottle, you may have to fill for a trip, even though it is not that far down. And many FBOs seem to charge by the fill, not how much O2 the fill takes. As for needing O2, that can change for a person. I was the guy in the USAF UPT in the altitude chamber that they gave up on as I was doing reasonably well after several minutes at 25,000. But a few years ago I developed asthma, possibly as a result of COVID. Now, I have onset of my hypoxia symptoms over 9,000 feet. So I set my O2D2 to start O2 at 5000. Also, unless you have done a chamber ride, you may not be seeing your hypoxia symptoms. They are difference for each person.

THIS ^^^^^ Also a big fan. And there is the convenience. You don't have to hunt down a refill as often.

The PFD Max upgrade from Aspen is $5000. 1000MFD Max is about $10,000. Not sure of install costs. One factor is, the Aspen can drive legacy autopilots. The G3X will not. So if you go G3X, you also need to change to a GFC500. The G500TXi will drive your older autopilot, but the hardware is about double the G3X, so final price is about the same. I feel that the G3X/GFC500 setup, with a Garmin GTN gives more functionality and interoperation.

I agree with this.

Be prepared to wait. I contacted my FSDO for a replacement AWC (just worn out). I got directed to an online request. And then nothing for over almost two months.

Thanks

I assume your 1000PRD is a Max? If not, you need to upgrade it. My plane came with a 1000PFD (non-Max). By the time I upgraded the 1000PFD and added the Max 1000MFD, I was getting into G2X territory.

I am having an 830 installed. Where can/did you put the oil temp sensor? I have to keep the original one as the 830 is cannot be primary.

Hmm, the 757 went into operation in 1982. So some of those flying are older than my Mooney. YES, you need to maintain them, but you also need to maintain new aircraft.