TLSDriver

How would you know the airplane was not rigged correctly without doing a stall? David

I use one regularly. My application is fairly simple. I note what my saturation is at my home airport. (That is where my body is acclimated) I turn the O2 on when my saturation level drops by 5-7 points. About every 20-30 minutes I take another reading. Bump the regulator higher or lower as needed. Since we are all different I try to avoid making recommendations by altitude. Your body will let you know what the correct altitude is for you to turn the hose on by using the oximeter. Over the years there have been more that a few people surprised to learn their saturation levels were much lower than they expected. I think it is easy to take the regulations about using oxygen above 12,500 as an endorsement that below 12,500 we don't need it. Legal and safe are not always the same thing. Good luck and fly safe. David David

Count me in! Sounds like a good time. David

What time will it be?? Who can I email my RSVP. David

Skyhawk.

I didn't even think about loading these on the iPad. What a great idea! Let the downloading begin. Thanks for the resources and ideas. David

It has been 10 years since I did a rating with a student and I need to get the rust off. I may need three different books. A manual to teach flight maneuvers. (stick and rudder skills - old school) Scenario based training (the new buzz) Lesson plans so that I can organize my training and make sure I dont short change my student. Any ideas for any text would be appreciated. Thanks in advance. David

I can't figure out how to get the software to run in track up mode. Help! David

I installed the Aspen. Did I need it - NO. Do I love it - Mostly. GPSS is amazing. My 430 and Aspen play well toghether. Watching it fly a holding pattern is crazy. I flew a corpoarte King Air and it coudn't do any of the tricks that the Aspen could do. Having an air data computer is very useful.(That was on the King Air) Everything in one spot is nice. Although after 3800 hours of flying I naturally scan the other instruments. I can't get used to the altimeter for some reason. Same goes for the VSI. It just hasn't become natural to not scan the good old 6 pack. My CFII beat in my head scan, scan, scan. So what do I do now? I scan the combined info in the Apsen and then scan the steam gauges. Scanning 6 has turned into scanning 11. After 100 hours with the Aspen I still stuggle in turbulence. It reacts so fast - too fast. I over control it. My friends say it makes a better pilot. It didn't make me a better pilot. Had some early glitches. Aspen tech support was fantastic. Is it perfect - no. Would I do it again - yes.

Not to change the topic but have you worked with Bruce before? I could use a 'tune-up.'

I'm not quite sure how the exhaust is getting hammered any more or less in the theoretical Bravo LOP situation? What kills the exhausts on Bravos is running the recommended TIT of 1750, 100 degrees higher than any other lycoming. I stay at 1650 or below at 30/2400, burn about 15-16 per hour, in return I get 190knots in the upper teens. What's not to like about that. Or run 24/2200, burn 11.5gph, get 160knots at 12,000. Or 205 on 21.5 but just for a few minutes when I level off to make myself feel good. I would love to figure out how to get 160kts on 11.5gph at 12,000. Can you share how you set up for that? David

Spoke to Gami about running LOP with my Bravo. Here is what they said: 1) Most Bravo engines don't like running LOP. 2) Even if yours does most Bravo owners can't stand the speed loss. They purchaesd a Bravo to go fast. 3) Exhaust systems on the Bravo are getting hammered running LOP. Any money saved on fuel could be offset by costly repairs. .... just the messanger. David

Spoke to Gami about running LOP with my Bravo. Here is what they said: 1) Most Bravo engines don't like running LOP. 2) Even if yours does most Bravo owners can't stand the speed loss. They purchaesd a Bravo to go fast. 3) Exhaust systems on the Bravo are getting hammered running LOP. Any money saved on fuel could be offset by costly repairs. .... just the messanger. David

Quote: jerry-N5911Q Well, you can spoof an interrogator by selective lead-off of the transponder reply time, and by faking the mode C. Creating false altitude replies in Mode C is especially easy. Moving the Mode A reply takes some cleverness but is computationally feasible. I suspect that's why primary radar is still being deployed at the borders -- unfriendly airplanes don't emit Mode A/C replies at all. Apropos of that -- There is a picture of long range radar tracks in the Caribbean in today's New York Times in an article on Venezuelan drug trafficking. Those tracks don't come from transponder replies, I'll bet...

Quote: davidsguerra so an ads b 1090 reciever wont detect a mode c transponder? doesnt a mode C use 1090mhz?