Pinecone

Not everyone flies normally aspirated.

That is what I said. When you make the first contact with the fuel nozzle to the aircraft, you could get a spark if the two are not bonded together. You could touch the fuel nozzle to the cap before opening it to bring the two potentials close.

Exactly. You need to keep the fueling nozzle in contact with the fuel port. But if you do not bond the airframe to the fueling rig before putting the nozzle against the fueling port, you get a spark then.

Except the nozzle and hose have a ground connection and conductivity. The problem is the first contact, if the plane is charged with static, you get a spark to the nozzle.

I am older than you, but the same thing. I WANTED a top of the line panel to enjoy. When I finally sell the airplane, if I don't get what I put into it, so be it. I ENJOYED the plane for many hours and trips.

Hard to believe that a turbo normalized Cardinal will do 175 knots. My 252/Encore is a 175 KTAS at 17,000 on 10.1 GPH.

I will take it.

Problem with winter is northern can be problematic due to icing. And we sometimes have some nasty cross winds.

Why do you have a Master and also Batt switches? I put my start switch between the two mag switches, on a row by themselves. Below that is Master (battery), Alt 1, Alt 2, and Avionics Master in that order.

Yes, getting a flare popped is going to get you ribbed for years. The flare is only used if the pilot does not hear/respond to the radio calls.

Two reasons. One is so you do not eat and ingest the lead. Also, primers contain lead styphnate, which decomposes into lead oxide, is expelled from the barrel as lead fume, can also be ingested or inhaled. Lead oxide is also skin absorbable.

Problem is, you cannot compare their numbers with another labs numbers. Unless both labs participate in the same QC program. That is, there is a certification entity that sends out identical samples to all the participating labs and then rates their performance based on the testing of that standardized sample.

I go through Parker @Parker_Woodruff at Airspeed. I am insured with Star.

The Monroy tanks change that, as there is fuel in the Monroy segment before you reach 30 gallons. So at some point, the wing gauge will read less than the actual fuel, even though it is showing less than 30. I calibrated some dipsticks and the wing gauges. When my wing gauges read 30, I actually have 37.5 usable. At 30 gallons usable, the wing gauge reads 24. But the sight gauges are always a bit off. At 17 on the gauge, I have 20 usable. The good thing is, I always have more than the wing gauges say.

No. LOP you will make the same power with the same fuel flow. No matter what the RPM and manifold pressure. For my turbo engine, 13.7 HP per GPH. ROP does not work that way.

True. And when I get to the point of doing the prop swap, I will be OK with an MT unless Hartzell gets off their rear and gets the prop out.

Gatoraid is high in sugar and too high in electrolytes. When you drink it, the body may try to dilute it in your stomach. And that pulls water from the body. I did some training for the SCCA flaggers at a local track. the prior year, they had dropped 9 people with heat stress issues. Interestingly, 8 out of the 9 occurred within 45 minutes of drinking a Gatoraid. If you drink Gatoraid or other sports drink, drink some and drink a equal amount of water at the same time. Then drink about 3 - 4 times that water before more sports drink. You really only need electrolyte replacement when you are sweater. You do not lose electrolytes through respiration (altitude/dry ait).

The thing I don't like about bottles is, you can spill them putting the cap back on. Travel John, and similar, use a material in that that converts the liquid to a gel, so no spilling. And it also reduces the odor. And it also VERY unlikely that you will pick up the wrong bottle and take a mouthful.

BIG difference between metallic lead (sinkers, soldiers, bullets) and soluble lead. Metallic lead is not skin absorbable. You need to ingest or inhale it. Soluble lead compounds, like TEL in fuel is very skin absorbable.

Not necessarily anything, but definitely most solvents penetrate the skin in minutes.

At least in the USAF for fighter/attack aircraft, there is a gear down call every landing. I know I always did a quick glance at the gear handle when making that call. Also, at most places, you have a qualified pilot at the end of the runway with binoculars, radio, and a flare gun checking for gear down.

LHS us $1165. So not many thousands. Even with 6 hours for install, it is under $2000.

I have no issues removing the oil dipstick on my Lycoming powered CAP-10. But I don't over tighten it. I do occasionally fly rental or CAP aircraft with Lycomings, and they are typically over tightened.

I have LEMO and GA in for the front seats in my Mooney. I have a LEMO to GA adapter for other airplanes, but typically my DC One-XP headsets just stay in the Mooney. I have a couple of passive David Clarks for my CAP-10 and other aircraft. And one passive stereo DC for a back seat passenger in the Mooney. The rear seats are wired for GA only, but stereo.

I thought the filler neck was supposed to be safety wired