aviatoreb

Yes - in our case we gave a car to an entirely different cause - a homeless shelter.

Not to mention the donors probably believed in the cause. We donated a car this year to charity in part for the tax benefit / in part for the simplicity/ but we specifically chose a cause we believe in.

Hmmmm.... Well I ordered one too - I will test drive it - hopefully yours is just a crummy one rather than they are all crummy ones.

Mine is coming tomorrow too!

They did it to Hans Solo, and they got him restarted again.

So how does this help me decide whether camguard will make a difference?

Golf? We XC ski in the Great White North. This is behind my house last night skiing on the frozen river.

Right - I always figured that cracking the oil case at the dipstick, and then heating allows the dry heat to flow up and through and sure enough a water drippy dipstick when I land is bone dry within a few hours. OTOH, quite right about cold and slowing chemical processes. Another approach I suppose would be to cool the Mooney to -100F for storage. I doubt there is much corrosion at that temp.

Wow?!! Really? It was like $150 last week rt for my wife from last Wed return this Wed. Yeah - for sure I would use the Mooney if I am also going. Liz said there were a lot of Canadians on the flight.

I think the track is genius, better than wheels. I bet it would work well on snow. Ice I don't know. That thing can move around a decent size jet. A mooney is child's play for it. As for speed - I think the point is slow, not fast. I don't want to move around my $10M jet (for instance - I don't actually have one) and RC-car speeds (60mph!) - I want to move it at 1 or 2 mph max. As I said, besides being able to stand in front of it and walk along side it, the main advantage of that device over a traditional tug, is that you can walk around the airplane as it moves, and you can even walk from the front to the back and control it from the back as you back the airplane into a tight hangar so that you can safely control the tight clearance spots to within inches.

The KI-300 has been vaporware for sometime. Hopefully it will release soon. Meanwhile my KI256 is in good shape, and hopefully will stay that way until there are good options for something else. Ideally - I would love a fully modern digital autopilot at that point - but if not available, and I doubt it will be, I would likely do a KI300 rather than overhaul the KI256 at 50% of that cost.

Isn't that part the key? If the whole engine is much warmer than the rest of the external environment, eg using oil pan heater and cylinder heater system, where the engine might be 50-60 deg warmer than the external environment (say 50F when it is 0F outside), even if the engine is not identical temp across the engine, will it really still condense? My intuition says no, it will just be bone dry in there.

Ooooh - maybe I will come and ski Gatineau this weekend. We only have a few inches just south of you. Meanwhile - check out there is a nice new local flight - out of KOGS - just 1 mi south of the border, Allegiant Air has $150 rt fligths to KFLL - my wife just did it yesterday and it went off beautifully.

I saw one of those in use at a company I know that has a fleet of turbo props and small to medium jets for on demand service. They had the big one, which is still pretty small, and they were moving around a king air c90 and the guys on the shop floor said they loved it. Not just because it was fun, but because it was easy to walk around the airplane and carefully maneuver the airplane and stand right where you need to be to self-monitor the places where it might otherwise bump into some other airplane. It seems quite useful for that sort of use. But it seems to be overkill price wise for most Mooney applications. Perhaps if you are manuevering into a tight hangar space?

I don't know what it is supposed to do, but really in my tug anyway, 100LL seems to work just fine in a possible temps without a hitch, including easy starting at -10F.

I don't know if the 100LL will do anything to it. Really it is such a simple engine. The one on my tug has been running 100LL for several years, and it starts right up in one or two pulls even down to -10F when I have tried it. I mean I am all about protecting my sensitive airplane engine with preheating - but these dirt simple little engines - seems to me overkill to preheat a mini engine like this. Takes too much bandwidth from my complicated life to preheat an engine on a $158 generator.

OK! I just ordered one - that price is crazy-attractive.

I know a guy who runs his honda generator on 100LL because that is what is easy to find at the airport. I run my airplane tug on 100LL. It runs great (and it is permitted). These simple engines are not so picky as car or airplane engines. I run my tug on the stuff I sump out of the airplane when testing for water. It is an easy and useful place to dump that excess and it doesn't take much fuel to keep a tug happy.

I'm thinking of getting it. I am hoping to hear a pirep if it actually works first.... In principle, we could carry it in the airplane empty. Then put some avgas in it when and where it is to be used. Avgas either from a filling station or if that is not easily available, perhaps summed from the airplane?

I will complain again - with a new scary incident fresh in my mind. On Friday night I crashed our car driving my son home from Cornell. 60mph and loss of control bang into the jersey barrier. Don't worry about the details - and I thought I was better enough than that since I have not crashed anything since I was 17. Knock on wood. Good seat belts and airbags deployed, and all I have is a sore neck and chest from the seatbelt itself catching me so hard. And my son is fine. Thank goodness for modern technology. I am big on airbags today. Ok back to the FAA. Tell me again why I am not allowed STILL to install the airbag seatbelts into my M20K? The technology exists and it is already engineered - only FAA paper work restrictions are in the way.

Be sure to carry warm survival gear in case of an off field landing. Besides warm cloths - meaning a heavy jacket - dont think just what it would be like for 45 min but think what if two days....also carry a sleeping back. at least. Just in case you are forced off field in the winter.

It could be said, that the IO720 is equivalent to two IO360's molded side-by-side inline. So my question is, how does the operating costs compare to two IO360's? What has two IO360s? An early Piper Seneca?

Inline twin io360

Ooops - yes - thanks! - sorry to Bruce and Paul - it was late when I was typing - I just fixed it.

I am COMPLETELY sold that the turbo is as cool as it will get upon touch down, and starts to heat up a bit during taxi. BUT, could it be that the practice of turning it off without "cool down" leads to coking but not for the reasons they say. Maybe it is not heat but somehow insufficient flow or some such. Maybe they have the wrong reason, cooling down, but they are identifying nonetheless a good practice? That said, I don't buy it. I land, taxi in, which is usually about 2 minutes after touch down anyway before I shut down, and then I just shut down as soon as practical based on the positioning of the airplane. It is one of these things where one needs to make a decision which theory to put your practice in, and I put mine in the coolest-at-touch-down theory. Separately, TiT and CDT are the only temp measurements we get for turbos, but those are gas temps. How do those relate to turbo body temps? It is funny there is no temp probe in the turbo like there is in cylinders where we get both CHT and EGT. I would think this would be useful? Also, yes 70% is a large fraction of engine percentage, at 100% but if an airplane were a car engine, then that 100% would be uprated to 200% (or something bigger) since in cars, engines are not expected to run very more than a few seconds at high power versus airplanes where they are expected to run at high percentages for hours on end. But I really don't know what is the turbo body temp but I would guess it is related to the only things we can measure, CDT and TiT and those can be high depending on how you lean, somewhat independently of percent power, right?