Pinecone

I agree that simpler, but critical item checklists are better. As are all on one page. For your Type 2 errors, I tend to actually touch and move the control, it appropriate. For Carb Heat Off, I touch and push the control to Off. Same with mixture and throttle. So, like another post stated, if I touch it, I move it. And fuel tank selector, if I don't move it, I load it left and right to make sure it is in the detent and not partway between selections

There were also 180 HP Comanches. 180 - Cruise 116 - 139 250 260 - Cruise speed advertised as 142 - 161 knots 400 - Cruise book at 184 knots

I am not familiar with antennas with their own matching network. In that case, if you can tune the matching network for proper SWR for the radio final stage, the antenna length is immaterial.

Yeah, lean burn causes NOx emissions to rise. The problem I have with electric (and hydrogen) they are not energy SOURCES. You have to make the energy. They are energy transfer systems. Taking energy generated one place and using it in another. Petroleum is an energy source. You can make engines to burn it straight out of the ground. TANSTAAFL

I will work with my AME and my primary care doc. I understand the possibilities.

Tuning dimensionally is also impedance matching. How do you tune an antenna dimensionally? Normally, but checking SWR.

I would listen to a petroleum engineer that is a car guy over a magazine any day. ESPECIALLY Motor Trend. Yeap, modern high performance cars can run in non-premium fuel, at lower performance. And you are banking on the system responding quickly enough that nothing bad happens before the ignition and cam timings are retarded.

Forgot about that one. I will need to get a real medical if I buy a 252.

Basic med exam is every 4 years. So your 3rd exam, you get the doc to do the form. Or every other one. The training is every 2 years. I am a MDVIP client also.

Or, you reach for it, and it is not where you put it due to the crash or even turbulence. One HUGE issue with odium bicarb is that it is hydroscopic and attracts and holds moisture, leading to corrosion. And it gets EVERYWHERE. A VERY fine powder.

Flying through MOAs just because you are VFR might not be a bright idea. I used to fly in MOAs for the reasons MOAs exist.

My older airline pilot friends used to say that the 727 was known to every so often do that, just to keep the pilots humble. Everything perfect, then WHAM.

To be a bit pedantic, gain is not affected by matching issues. And total radiated power is minimally different. As long as the transmitter has some matching hardware to handle the reflected power. And matching does not affect reception. Advanced class ham operator here.

The idea that premium burns slower is a OWT. All that octane (or AKI) measures is the resistance to detonation. Which has nothing to do with burn rate. What happens is the heat and pressure precede the flame front, and cause additional ignition events. One petroleum engineer (Corvette guy), states that the heat and pressure actually create a mini reactor and rearranges the molecules making them prone to such ignition. And even if it did burn slower, modern cars would advance the timing.

The problem is, the safety pilot is a required crew member, and Basic med does not cover that position. Only PIC. It would be an interesting question for each insurance company, since the safety pilot is not actually flying the aircraft. I am Basic med now, but will probably get a medical in the near future for certain CAP flying.

OK The ALSIM has a GTN650 modeled, with some form of glass panel with some buttons. Not sure if it is a G500 or what. But I can get good training (not loggable) at home, with plane and a yoke/throttle/rudder pedals.

GAMI is not an oil company. They cannot produce G100UL, they will license people to make it. And I have known George Braly for many years. He is doing this for his love of aviation. Yes, he plans on making some money also, but not to rape people.

Sounds like one higher end auto shop that I used to use, when speaking about BMW owners. They would only work on select BMW owner's cars.

Same here. Emailed April 26 to join, no response.

GAMI is not a source of fuel. They will license oil companies to make G100UL.

That's for after flying. Actually, it would work fine also.

Handling high concentration TEL is NOT a good thing to do. If you splash some Prist on your pants, it is not a huge deal. Splash 90% TEL on your pants and you are looking at a significant lead exposure from skin absorption. Before you panic, the level in fuel is pretty low. Do not take a bath in 100LL. But, there could be a mixing of say 94UL and something high lead fuel. Just like at the auto pump, if you select 89, you are getting a mixture of 87 and 91/93, there is a not a tank for 89. So the FBO would have a BIG tank of 94UL and a smaller tank of "AvPrem" and either a mixing pump, or a separate pump/lines/nozzle that dispensed 100LL.

Exactly. And sort of. With modern, computer controlled engines, premium may provide better performance in certain situations. In that, even though 87 is fine for most operation, there are times (hot, full throttle), where the computer is retarding timing, going richer or changing cam timing to reduce detonation and thus reducing power. And some cars do get better performance with higher than rated octane (actually in the US AKI for auto gas). My 2002 BMW M3 is documented in several publications to get better performance up to about 96 AKI (a 50/50 mix of 93 pump premium and 98 unleaded race gas).

Local FBO has a ALSIM. It goes for something like $120 per hour. Agreed that sims are much better for practicing emergency procedures. And since you can reposition them, you can fly more approaches in less time. The ALSIM can simulate steam gauges or glass cockpit, single or twin.

A certified ATD may not be much cheaper per hour than an airplane. But you don't have to drive around between approaches. But it doesn't take that much to get the required approaches. My last flight for approaches was in a C-182. 1.3 hours to fly to another field about 40 miles away, shoot two approaches, one with a holding in lieu of procedure turn, then back home to the RNAV B. 3 approaches, one holding, several course intercepts.