Pinecone

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.

The rust converters I have used all required top coating with paint also.

Any tips for cowl mounted landing light cover? I noticed mine is a bit discolored.

My way of dealing with it...... Change to an 830.

I will have to talk to a friend of mine. She flew WC-130s out of Guam in the early 80s. Interesting lady, she flew for NASA after getting out of the USAF. She was one of the main pilots for the Vomit Comet, doing Zero G rides.

Companies can be a bit nuts. I bought a small duffle bag with a car company patch sewn to it. They told me that once the ones that had were gone, there would be no more, as the car company had put a cease and desist on them. The strange thing was, they were buying the patches from a licensed vendor and just sewing them onto the bag.

It looks like what they need to first is to get the parts system under control. If a part is off the shelf from someone else, either point people to it, or source it for a SMALL increase in price. Yes, they have to order and do paper work, and make a profit. And I am willing to pay that to keep the factory going. But $700 for $50 in parts and an hour labor is nuts. And if they are going to resell parts, then stock some. Yes, that takes money, but start slow. If someone orders X, buy/make 5. Put 4 on the shelf. If they are gone in less than 3 months, maybe buy/make 10. Buy/make critical parts that are known to break, like no back springs. Parts they don't make and don't want to stock, allow the vendor to sell direct. No income, but MASSIVE good will.

Hmm, wondering if a rudder trim using something like springs or bungees internally would work.

This was the main driver for my to get one (being installed now). The help with landings will be gravy.

252, I think an option, for dual alternators. Mine has this. One belt driven, one off the accessory case. Small Continental.

Was doing the evening Annapolis race on a friend's boat. A squall line came through. One forty some footer doused their spinnaker, but the halyard jammed (probably a knot) with about 30 feet of halyard out. Mast hit the water, stood up, wing caught, mast hit the water to the other side. This happened about 5 cycles before someone was able to cut the halyard loose.

So how about Continentals? And most people seem to recommend 25 - 35 hours for turbo engines. Oil and filters are cheap compared to an overhaul.

IO-390 is supposed to be a one for one swap with IO-360. So not mount and frame changes. Just refurbish. Not sure the cowl would be that expensive if the factory was making it. And they would not be paying the profit on it to themselves. Then add in, new paint, fresh interior and replacement of all the moving parts, it would be expensive. Also update panel and avionics. And how much would people pay for a factory refurbished airplane? $250,000??? It didn't work very well for the couple of companies that tried this with Cessna 172. And that market is HOT.

Yes, volts, edited. The lithium can cells are different. They have a max voltage of 3.7 volts IIRC. I think for airplane use, the 20% - 80% cycle is sustainable for max cycles with reasonable performance. And starting duration for pattern work, should be at least 90 minutes. That allows a 1 hour lesson, with some slack, and taxi out and taxi back without pushing.

Based on what? And do you include turbo motors in that also?