cliffy

Lood- give us some pictures!

He is an excellent rifle marksman! Very cool guy to talk with.

For those so inclined to check their airspeed indicator here's a way http://www.rst-engr.com/rst/articles/KP89JUL.pdf

Didn't someone say- "drill, drill, drill" a while back during an election?

There is a small but very nice county airport out in Texas (we stop there once in a while) where the airport manager was appointed by the top county official (the County Judge). They had a spat of gas stealing going on and the Judge had the manager handle it. He went out at night a concealed himself across the runway and when the perps came out again he put a couple of rifle rounds into the dirt right next to them. They took off in a cloud of dust and no gas was ever stolen there again.

Preflight is one thing Looking at the gauges when verifying the tank selector is another. I thought everyone looked at the gauges before takeoff- don't they? If the fuel was stolen the tanks would show empty. If one did a preflight and then saw (at a later time) both tanks showing something other than what was seen on the preflight why would one take off? Somethings not right here.

I can hearken back to flying 3 holers down the ILS laying a black trail of dinosaur meat at the rate of 9000 lbs/hr at flaps 30/gear down. Nothing was "advanced" Even the CAT III autolands were manual throttles. We push it to 88 MACH (89 and the clacker came on), it would move but so did the fuel. More dinosaur meat gone. Now we can fly the same number of pax with half the fuel and half the "sound of freedom", as has been said of the old turbojets. We do have advantages today with the advancements in technology that those before never even dreamed of but we still have the responsibility to be able to fly without all the trick stuff. Everyone now is just watching TV and monitoring systems, not really flying. Lots of "heads down" button pushing and relying on automation for everything. The main job now is to know how to program AND CHANGE the FMS or other such goodies. The most common comment in a 757? What the hell is it doing now? Sometimes it needed a reboot so we stopped on the taxi out and shut everything down. and made the plane dark for a minute and then fired it back up. Seemed to work ever time I tried it. Electronics can fail. One of the first things I was taught when we got flight directors was- 'never trust the damn thing, always, always compare to raw data". That saved my life twice. I'm with Jim now that every day is Saturday. Take off and shut off the radios and look out the window and enjoy flying as it was meant to be. Been there, done all that fancy weather s^&t. Don't need it no more BUT I'm lucky. For those who want to enjoy that stuff have at it but don't forget that all that electronic stuff will, not may, fail someday. It's nice, it's cool stuff, has all the TV screens anyone would want right there in front of you BUT, someday you'll be looking at a black screen. BTW (for those here who fly in the high thin air) we now have an entire cadre of pilots in charge of sweep wing jets who have never hand flown one of them above 280 because of RVSM regs. I don't care how good the sim is, it ain't that good up there in recreating the actual feel. Some day an A/P is going to fail up there and someone is going to get a surprising wake up. Those of you who have chimed in here, I, for one, am very impressed with your stories. There are some sharp pilots on this board.

Rather than hijack a thread on FF systems I'll start this I find all this new computer stuff fascinating. But then again I may be a Luddite. Us old farts flew for decades without all this stuff, blissfully unaware, using the same engines of today with few problems. I know my engine burns 10 gallons the first hour, 9 the second and 8.5 following hours. Checked it on many flights during my 1400 hrs in it BUT I do have an EI FF system installed just for reference. GPS is nice but it doesn't replace charts or, then again, it may become the standard way of things in time. Luddite again. Autopilots are nice but many are losing hand flying skills because of them (autopilot cripples we used call them in the 121 world). Eddie Rickenbacker (famous WW1 fighter pilot) who ran Eastern Airlines would never install A/Ps in the airplane because he paid his pilots to fly and not just sit there. I liked the panel presentation on the 757 (Aspen display) but the G1000 loses me. Luddite again. Steam gauges and round, smoky, oil drippin' motors are for real. BTW, the 757 had something like 352 computers somewhere inside.

The problem with fire fighting out in the engine compartment is the volume of air moving through the cowl at flying speed. It disperses the fire fighting agent faster than the agent can work at denying the fire oxygen. That's all the agent does- deny oxygen to the fire long enough to have it cool down below ignition point. On a 757, if a certain engine door (6" X 6") is missing you can't put out an engine fire in flight, too much air flowing in the cowl. You can only stop a fire 3 ways Deny it fuel Deny it heat Deny it oxygen We fight the fire by denying it fuel- Shut off the main fuel valve. No fuel no fire. Oil is a problem if it catches fire out there. The days of separate oil tanks and hoses are gone for the most part (old Bonanzas the exception) We can't cool it below combustion point because we can't throw enough water on it to cool it (classic house fire fighting). We can't deny it O2 with our little dinky fire bottles as there is too much good air coming in the inlet. You have deny it O2 long enough to cool it below the burning temp point (take the heat away) Cabin fires are another story all together. Electrical, fuel and "trash' fires are all possible in the cabin. Trash can be from smoking in flight (yes some still do) and igniting charts or other "trash", the interior fabrics. Fuel could be from a primer line, FF gauge line or even oil pressure line breaking in the cabin and igniting (oil low risk, fuel higher risk) Biggest risk, electrical fire. We fight it by shutting down the electrical system but that doesn't stop the fire from continuing by burning the "trash", the wiring coatings themselves. That is why the specs for aircraft wire have changed since our older airplanes were built. That and toxic fumes from the burning wire. Fire in a confined space (our cabin) doubles in size every minute. second minute twice the size, third minute 4 times the size, 4th minute 8 times the size, See where i' going? You gotta put it out as you can't get on the ground fast enough. Fire in the cabin is a BIG deal if it happens but thankfully its not very common.

I suspect that your premise is wrong in checking your speed. I believe it's the power setting you chose You really need to check it with WOT, 2700 RPM and at 2500' full rich mixture before you do anything mechanical. Get a couple of data points at 5000' and 7500' also with WOT and 2700 RPM 50-100 rich of peak mixture. Also (IMO), IAS is worthless for this. You need to figure TAS Either do a 3 way GPS average or get out the old wiz wheel and figure it with that. Even using IAS instead of CAS will give you good data within a couple of MPH. Also your ASI may in fact be wrong making the GPS test even more applicable. Do it both ways and if large errors show up check your ASI out for accuracy.

As far as Canada goes- After reading all their government agency has to say, they are ADS-B in the Hudson Bay area only above FL290 AND right now, they have no plans to expand it to other airspace. If anyone can find anything else from their government, I'm listening.

Long range thinking from Asian countries? How long has Honda been working on the Honda Jet? :-) They must feel the investment is worth it. Just saw an article the other day where Mitsubishi is making a good looking commuter jet. Some more long range thinking by Asians.

Lots of folks can use a 3 seater as most of us use only two seats anyway. I wanna see performance figures and engine choice. This could be pretty good. How about 140 kts on 6 GPH.

So how can Avare give all the data and charts for free on a free app and the rest need a cash cow for updates?

In 14 years I've had 4 in my C 3 times for short flights. 99% of the time is just us 2. Taught the wife to pack light- 1 roller bag and a computer bag. Use the back seat for lunch box and drinks and maps. WOT, 2500 RPM ROP 8.5 GPH 9500 to 11500' 135 KTS up there. Down lower 130-140 KTS at 9.5 GPH. ALL speeds TAS NOT GS. Charlie Armstrong gear and flaps. The 180 HP engine is cheaper by far to overhaul as opposed to the 200 horse one. I'm 6'2" and the C fits me fine. Get one set up the way you want it. Far cheaper than trying to change things around after purchase. Make sure you get an autopilot with alt hold but don't discount the Brittain huff and puff A/Ps. They're good and they're cheap to fix for this vintage airplane. Any one you consider should have a panel mounted GPS of reasonable vintage. KLN 89B KLN 90, Garmin 155 TSO at the very least hooked up to the A/P.

You can remove any remaining "black scum" by using a soft towel and all purpose flour sprinkled on the spinner. Been doing that way for 40 years.

WOW What a cool panel layout. I'm green with envy! I'm saving a picture of it.

Let's hope all comes out fine. I got my Mooney through tom and company.

Forgot to add- I repo'd a 727 once without all the drama.

flyboy +1 I just can't watch it.

#1 Join AOPA and buy their Violation Insurance package. Talk with their lawyer about this. #2 There is a BIG difference between you having business for the company in another city and your co-workers also do, so you all fly in the same airplane as you are paid your normal wage- That verses- You have no business for the company in another city but your company will pay you your normal wages to fly your co-workers to that city so THEY can do their job. In the first you MIGHT be able to do it (get a good aviation legal opinion) in the second you will be visiting the FAA under oath for sure. A commercial license has nothing to do with it. It boils down to "offering to the public" charter flights without a 135 certificate. Just look at the recent FAA opinions on "sharing flights" and the companies that have been doing that. The FAA just hammered them .

Congrats!!!! There was a study done many years ago showing the risk of accidents to the hours flown and it went up steep until 1000 hrs topped out and started to drop after 1200 and went down slower than up after that. You're right at the hump but on your way down. Enjoy the ride. Fly safe.

Each type of battery (AGM, flooded cell, niCad, etc) has a specific charging voltage and method. It can be found on the paper work included with each battery when purchased. Batteries residing in the tail cone seem to have a longer life than those in the engine compartment (DUH, you think heat might be a problem?) Engine starting actually uses very little of the capacity of a good battery so if it won't start the engine it is really a DEAD battery and its CAPACITY when "charged" again is in doubt. The only way to really tell is to do a "Capacity Check" per the manf directions (also included with every aircraft battery when new). The more often you find your battery dead,the lower the capacity will be when recharged. If it dies in 2 weeks its time to replace it. It's a dead duck, not to be trusted, even if recharged. Think about this- You come out for a flight and the battery is "dead as a door nail" (Shakespeare) , you jump start the engine or a quick recharge to get enough to start and you go fly. What if you loose you alternator now? How long will that battery last? I've seen this many times over the years. Just thinkin'

Here is a link to the best explanation of ADS-B I've found. Several short videos by Free Flight Systems If you are still in the dark after seeing this ask away here http://adsbuniversity.com/ads-b-university

Had a friend (now gone-natural causes) that did Tucson to Columbus OH in his J in 8+20 Up high and low power.