dkkim73

Is it possible that a different sump was fitted (correctly or not)?

I've found I can login across devices and the web, very handy and the apps seem equally good on iOS and Android. I paid for the year subscription that gives you finer grained views (temporally). Well worth it so far, among the best bang for buck I've spent in aviation recently.

Windy continues to impress me. Just tried the right click/right hold for a simulated sounding (SADAT? You can also then scroll the time slider to see the curves change. Another great feature is the "meteogram"view that shows a pretty good estimation of the cloud stack (good for figuring out likely ceilings). Would of course also look forward to anything that Scott builds!

I'm circling like a buzzard and maybe going to get a Zulu 3 at some point for my wife. Borrowed one to trial (ended up with DC One-XP on that round) and really liked it. We should all watch for bulk deals (like the 3 headset discounts they sometimes do).

Yeah, I wonder. I think the take-home I have from the last couple pages of posts is to think ahead about fill cycles (bigger fill for XC alone, smaller fills for taking people locally, etc) and try to decrease dwell time.

Somewhere, up above, Jimmy Buffett is smiling at you.

Indeed! What a nice piece by Scott Simon. Heartening to see positive news. Better to light a candle than curse the darkness.

Welcome back, Ray. We have the usual table at Carmine's Italian Bistro, in the back. Dan, and Dan, and Dave, and...

I just added IPA to my tanks and the engine is running terribly. I think it's those new West Coast IPA's with the unreasonable amount of hops and weird aromatic fermentation by-products...

Interesting topic. As the alcohol would absorb water, it seems a (the most?) vulnerable period is when alcohol is in the tanks, sitting on the ground less than full-full. Ie. wide surface area communing with the atmosphere via the vents. So, maybe I could drop a heating element into the avgas? ok, joking. However, it made me wonder about the utility of drying the air. E.g. a dry air circuit like an engine dryer except going between the tank cap and the vent? Would have some fuel vapor to safely manage, but I imagine one could dry or keep dry fuel this way. @A64Pilot's comments on processing/testing/drying fuel made me think of this.

Thanks for the source. What size syringe did you find convenient for typical fills?

This resonated with me. The greatest utility is in this kind of soft coordination. It's really more about being an aid to situational awareness and planning than a comprehensive "collision avoidance" system. I think a lot of people tacitly treat it as the latter. Also there is some arguing past each other on this topic (not just this thread or forum). Statistics are being presented against what are often arguments from emotion or anecdote (not that that's bad, we all worry about what we worry about, like mid-airs... or earthquakes). I would suggest there are at least two different cognitive styles, caricatured so : - more data is better and everything should be instrumented; systems and data will reduce risk indefinitely, and it's all to the good. Stereotype here of the "younger", "non-technophobe", couldagotacirrus, plugging all the things together with USB and networking it! Anyone who doesn't want this is a luddite who fails to see the advantages of the perfectability of machines. Oh, and please track my car while you're at it! - piloting is not about technology it's about integrating technology and pilotage and airmanship are primary. People will just stare at screens while flying into things (CFIT), "can't hand-fly an approach", use it as a crutch etc. Spend more time troubleshooting tech than flying the airplane. Emphases here on the imperfection of pure tech solutions and one-size-fits-all. Skepticism about unintended consequences and further regularization and financialization of aviation (auto user fees, insurance surveillance, etc). Some people are just going to be a bit closer to one than the other and it's hard not to view truth through the lens of preference. A lot of people will go to great trouble to avoid fearful risks (earthquake or air crashes) but cruise right through much higher risk at-hand risks (traffic accidents on way to airport, slipping on ice). Recall that ADS-B was trialed in AK as the Capstone project, in an environment with a lot of mixed IFR/VFR threats, etc. It was probably a game-changer to those early pilots. My CFII was an old Alaska hand, could probably fly a 4-course range if he had to and land with one wing, but was pretty bullish on it. Flying before it, and now after it, I welcome it... but only as one arrow in the quiver and no replacement for a broader, humbler sense of what piloting is. * DK * caveat, I fly a G1000 airplane that makes me look a lot smarter than I am... at least until I go bouncing down the runway.

I also have come to understand that Victor and specifically their "Black" option is one of the best engine rebuild options you can get. What's been your experience, and do they make any mods to the system beyond polishing intake ports, etc?

I wonder if a change in baffling would allow some passive heating of the spider. As long as it didn't negatively affect other things. The Acclaim's cooling design seems great in general, passively managed and fairly reobust (though cylinder #5 just sent me an angry text)...

Did you see a broom fly by? Sounds like you were hit with a curse... What with the weird display issues and all. Very interesting stuff, ty again for sharing. Will be interesting to see what else can be gleaned.

@AME LLC I'm trying to reconcile some of the posts above... when you say flow divider, do you mean the fuel selector valve and/or gascolator? (down low where the tank lines come together) or the "spider" (the per-cylinder flow divider on top of the intake manifold)? The former could certainly be cold and it seems odd that the latter wouldn't get some heat... OTOH there is a lot of cooling flow up there, esp. at FL 210, so if it gets cold enough to freeze (or not un-freeze) that's a good data point. Thanks, D

From what I've been told, that indicator is the most fool proof of all as it is mechanical. It's the one I focus on primarily. You can probably get some pretty decent image-recognition libraries for the Pi these days (or do something simpler). I think it's a clever idea, and will be a good learning experience (tech-wise and in terms of human factors and the aviation community), so I look forward to hearing how it goes! LHS already installed, very much like it. Esp. the call-outs for adjusting landing technique. It's only reminded me about gear twice. And welcome as I think I would have lowered it anyway, but didn't mind an extra voice (non-standard maneuvering, etc). D

Ouch. Glad you and your airplane are OK! That's a little sporting, coming down through IMC. That part of OR has lots of flat areas, at least. Tight quarters, so nice job. This is reminding me of the conversations a while back about adding alcohol to the tanks in the winter. I've got an Acclaim in MT, so a good reminder to me. Looks like an MT prop? David

Thank you, Eric! I'd wondered about getting the plane re weighed at some point (instructor said the BEW might be over stated). I imagine that might complicate it.

Arrow heads for hunting marshmallow rabbits at Easter? More on topic: The lasar kit has two... What do you use for the nose? D

Thank you all! Sitting in KSLC on layover. If I didn't have to work tomorrow early, I'd have loved to check out KC downtown (old buildings etc) at a more leisurely pace or fly myself... Could've cut the triangle easily. @hubcap Sorry to have missed you! I'll have to be more proactive next time to enjoy the area. Joe's was very tasty and low-key. I'll happily try the other suggestions next time. FWIW the Garmin facility is pretty impressive. We got the factory tour today, saw avionics fab and testing lines, etc. If I had to do it over again, I might have gone earlier in the journey (after 40 hrs or so) to get a leg up sooner. OTOH I felt like I had a good grasp and used the time to pick the brains of the instructors. Also fun to talk to other pilots there about their airplanes and flying.

Thank you both! I'm sitting in SLC waiting for a delayed connecting flight with a maintenance issue. I thought, "Hey, I'll fly commercial so I don't have to worry about weather and timing!". Brilliant. Ah, the age of just-in-time, oversold, etc. Billboard could say: "If you were in a Mooney, you'd be there by now."

Anyone on MS going to Olathe KS for next week's G1000 class? I'm looking forward to it and just wondering if any of you all will be there. Or those that have, any nice food recommendations? e.g. BBQ

Hi All, I fly with a Forensics-branded CO meter stuck on the panel and had been until recently seeing 0 through all phases of flight, except taxi with door or window open (seemed predictable). A few weeks ago I noticed levels in teens-40's, seemed more on climb, cleared with aggressive use of the vents. Recently, saw up to 90ppm(!) during climb. Local shop did a leak check by pressurizing the exhaust and spraying it with LeakTech (SP?), said no leaks. Mechanic suggested I may have been using partial cabin heat (should be all or nothing)... this did not seem to be the problem. Moving the detector around in flight did not show any obvious gradient. Also, the opening for cabin vent and heat showed "0" with the detector. I can clear it back to 0 in cruise. Occasionally see some lower levels (20s) on descent. It "feels" to me to vary with angle of attack based on these observations. Asking around, including a senior mechanic at Savvy known to many, pointed me at the following: - landing gear actuation rod "mouse boots"; it turned out one was loose at the outboard end, re-taped. Next flight showed lower (40-50ppm) but still high levels - no obvious leak from door but I need to troubleshoot that more completely in flight This did not happen right after the cylinder work, but over 10 hours later. I cannot recall a specific maintenance item recently that would affect the floor or belly area. Thinking maybe landing gear doors might be slightly out of rig? (pressurizing the wheel wells at higher AOA) I realize there's no magic bullet, here, but wanted to post in case one of the Hive Mind had some additional specific insights. Thanks for any thoughts! David

@LANCECASPER That Steelie is super-compact. Is it just affixed with adhesive, then? Does the magnet live in the ball? (thinking about iPad or phone being near credit cards at times) My weakness is a tendency to infinitely trial gadgets. I flew with the Aera 760 a lot early on using the RAM system and under-mounting it, with data few from the GTX345R. Using the assortment of parts Don recommended. I found I was entering flight plans in 3 different units and recently have been keeping the Aera in my bag as a backup should something happen to the G1000. Concentrating on using the G1000 as much as possible, and Foreflight for plates, glide ring, and downloaded briefing which I've rarely had to dig back out. Since you (Lance) have a G1000 plane as well, what is your "flow" with the Aera 760. Is it just a backup for 2D SA and FIS-B data? Thanks, David