Pinecone

The 28 day cycle comes from paper days. And I had at least one time, where the plates expired and I needed the new ones, and they were not at ANY FBO Yeap, I did the Jepp thing. NIce plates, but woe be to the person who got behind on updates. Fastest way to do it was to flip the plate you needed to replace, rip out the old one, put the new on in the space, but not put it in the clips. Do this until you did all updates for that book, THEN open the clips and get them into all the holes. And if you had to do more than one update, do they all before worrying about getting the clips in the holes.

91.15 "Dropping objects. No pilot in command of a civil aircraft may allow any object to be dropped from that aircraft in flight that creates a hazard to persons or property. However, this section does not prohibit the dropping of any object if reasonable precautions are taken to avoid injury or damage to persons or property." So with an event, with precautions, it is legal to drop things. Bombing in general is harder than people thing. The USAF spent a lot of time, money, and jet fuel teaching me how to do it well.

Remember, you are also paying for advertising. For the company to have a location. For the computer and phone systems. And paying all the people. THEN there is the profit.

No problem. I understand and figure you will get to my membership when you get to it. Thanks for your hard work. Glad you are over the strain of COVID you had.

There are some great articles on AVWEB. Find and READ them. READ the NOTAM. Study it until you know it. It is not the time to be saying, should I be doing this or that, when you are in the flow. Go out and PRACTICE flying the precise airspeeds and altitudes and headings required. Slight errors on one pilot's part get magnified through the train of planes. FLY the speeds. I lost one friend due to someone slowing down to their normal speed on final, not realizing that YOUR speed may not be a safe speed for the plane behind you. Listen and pay attention to the controllers. Once there, have fun. Which you will. And I agree, a couple of days is not enough.

The oil pressure on the gauge is not what is keeping the parts from touching. How does 40 - 80 psi keep a connecting rod bearing, with several hundred psi combustion pressure, acting on a large piston from touching?? Another post touched on the actual mechanism. The moving surfaces,, especially rotating ones, create a wedge of oil with the pressure needed to counteract the pressure trying to make the two parts touch. There was a great article in Scientific American on this in the 70s. Oil pressure gauge only intimates that we have the proper flow of oil required.

Not at all if they subrogate the claim and the other insurance pays. If your car insurance goes up when you have claim based on the other driver at fault, you need a new insurance company.

I think that Encore is not an actual Encore. It is a 252 converted to Encore. The 252 has a wreck of an engine, and is getting Jewell overhaul, when it probably needs a factory. But a couple of Bravos look nice. Looking for real word number for speed and fuel burn in 252 versus Bravo versus Rocket.

I have been looking at getting a 252. They tend to be scarce. So, seeing some Bravos. Which one and why one over the other? Also, may have a line on a 252 Rocket. Comments? Thanks

EXACTLY And your insurance company will pay to have the repairs done right, and then go after the other party.

Most likely, your insurance will cover you, and the subrogate the claim against the airport. And it ends up as not a claim on your insurance, and you you do not have to flight with the other insurance company.

Technically should be CFI - ASE or AME or ASME. Glider is only G. Helicopter is RH. Gyro Plane is RG. And CFII, should specify IA or IH, that is Instrument Airplane or Instrument Helicopter.

OK, starting without either. No engine monitor installed. Garmin or JPI (assuming installing Garman panel?

Where is a list (with locations) for these great Mooney transition instructors? I hope to need one shortly

It doesn't look like they did. Still showing $10K, plus required install at Blue Sky for 55 - 60 hours

We are saying the same thing. I did say WITH A PROPER MATCHING CIRCUIT.

Going the other way, when I did it, I needed 15 hours dual and 15 hour solo in a helicopter. Including X hours Night, X hours cross country and a certain length triangle XC. At the time, you needed 20 hours to solo an R-22 due to insurance. So by the time I soloed, I had done all the dual work, including an hour or two of test prep. So did my RH PPL checkride at 37 hours. It looks like the minimum fixed wing time is 22 hours. The rest can be in other aircraft. From Part 61: (a) For an airplane single-engine rating. Except as provided in paragraph (k) of this section, a person who applies for a private pilot certificate with an airplane category and single-engine class rating must log at least 40 hours of flight time that includes at least 20 hours of flight training from an authorized instructor and 10 hours of solo flight training in the areas of operation listed in § 61.107(b)(1) of this part, and the training must include at least - (1) 3 hours of cross-country flight training in a single-engine airplane; (2) Except as provided in § 61.110 of this part, 3 hours of night flight training in a single-engine airplane that includes - (i) One cross-country flight of over 100 nautical miles total distance; and (ii) 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport. (3) 3 hours of flight training in a single-engine airplane on the control and maneuvering of an airplane solely by reference to instruments, including straight and level flight, constant airspeed climbs and descents, turns to a heading, recovery from unusual flight attitudes, radio communications, and the use of navigation systems/facilities and radar services appropriate to instrument flight; (4) 3 hours of flight training with an authorized instructor in a single-engine airplane in preparation for the practical test, which must have been performed within the preceding 2 calendar months from the month of the test; and (5) 10 hours of solo flight time in a single-engine airplane, consisting of at least - (i) 5 hours of solo cross-country time; (ii) One solo cross country flight of 150 nautical miles total distance, with full-stop landings at three points, and one segment of the flight consisting of a straight-line distance of more than 50 nautical miles between the takeoff and landing locations; and (iii) Three takeoffs and three landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

Only if the transmitter end does not have a good matching network. If it does, the power is reflected and added to the power at the antenna and is radiated. What you lose if the reflected power going twice the length of the coax, and the coax losses from doing so.

Many times that applies to commercial air also. More so the last year or so with so many cancellations.

Enjoy it. And contact me if you ever decide to sell it.

You say #5 is as rich as possible and #3 is as lean as possible. BUT, your actual fuel flows are opposite - "The FF to each cylinder are 1) 7.25 oz, 2) 6.75 oz, 3) 7.00 oz, 4) 6.75 oz, 5) 6.5 oz, and 6) 7.0 oz within 2 minutes and 30 seconds." #3 is tied for the second highest fuel flow and #5 has the lowest fuel flow. I would be looking into what that is the case.

No, based on Deakin and others over the years, the earlier Lycoming and Continental manuals had LOP info, but it did not make it into the POHs. And as time went on, it was taken out.

And engine is an engine.

MAY be interdependent. Pre-ignition does create much higher cylinder pressures, that can lead to detonation. But not always. Pre-ignition can be caused by a hot spot (the afore mentioned helicoil tab). Detonation can definitely occur without pre-ignition.

I would think that in these times, SOMEONE has a CNC engraver. So people could measure the levels in several of a given tank capacity and develop a CNC program to engrave a clear acrylic tube with the proper lines and numbers. Wipe a little bit of black model paint and you have a dipstick for your tank capacity. Hmm, might be a retirement job for me.