Pinecone

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.

Yeap, the money was wired to that exact company.

Nope, not going to happen. Wired the deposit already.

Thanks for all the input. It turns out the plane has had some cylinder work. Planning on putting down a deposit and having the logs looked at, then a pre-purchase.

I am looking to purchase a Mooney. Looking at a 252 Should I be worried about a mid-time engine (800 - 1000 hours)? Will it likely need some serious work soon? I was just reading Mike Busch about running his Lycomings to some 3000 hours, but have also read that Continental TSIO-360s are expected to need a top overhaul midway to TBO. Thanks

High discharge rate batteries have been around for years. I used to fly RC airplanes and helicopters. 30C rate batteries were the norm. That is, they would support a discharge rate 30 times their capacity. So that 20 KWH pack would be capable of delivering 600 KW, or 800 HP. And 40C and 50C batteries were available. But, high charge rates, high discharge rates, and fully charging/discharging all reduce the battery life. The first two are a function of heat. High rates increase battery heat and heat reduces life. Cell phones charge at 1C or less (1 hour charge time) to increase life. Of course, discharge rates are low. Also, they typically only charge to 80% of full capacity and go into low power mode at 20% remaining. So, for long life, you really only use 60% of the pack capacity. So that 20 KWH pack is only delivering 12 KWH if you want long life. The way that lithium batteries charge is a constant amperage - contact voltage regime. So that from low charge to about 80% charged, they charge at a constant amperage. For the 30C packs, that is typically a max of 3C. So a 2100 mAH pack, would charge at constant amperage of 6 amps to 80%. At that point, the voltage to charge at that rate is 4.2 volts per cell. The charger holds that voltage and the amperage reduces at the pack reaches fully charged. The reason you need to replace the cells after a while is, they wear out. Just like your cell phone, if you keep if for a number of years, the battery life goes down, so you replace it.

https://gami.com/articles/baconsbonus.php Here are some photos taken in an Aerostar where one engine was running LOP and one running ROP. Both making the same power (no yaw). 4.5 - 4.6 GPH less fuel flow LOP. With NA engine, you run into the issue where you need to run ROP for the power to get the speed. If you read Deakin's Pelican Perch articles on AVWEB, he points this out.

I did some research last winter. Both Continental and Lycoming recommend preheating if the temperature is below 20F. And that the engine has sat for several hours (I seem to remember 4). Interestingly, Continental recommends against full time pre-heating.