RobertE

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About RobertE

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    Lives Here
  • Birthday 07/28/1951

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  • Gender
    Male
  • Location
    St. Helena, CA
  • Model
    M20J

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  1. It will be interesting to see how this plays out. On the one hand, ForeFlight surely crushed Jeppesen’s subscription service for GA pilots (I know I dropped my CA only service the month I subscribed to FF), on the other it’s not as if there are no competitors out there. My guess is prices will go up but added functionality via integration with Jeppesen that will make it reasonable. We’ll see, I guess.
  2. Your are The Man, Scott. Thanks for that comprehensive answer. Are you the guy teaching the Pilot Workshop Skew T diagram reading class I began yesterday?
  3. Well, that’s a good question. I’ve seen those numbers a couple of places but +5 C as the beginning of the danger area just magnifies what I see as the problem. Is it genuinely reasonable to be unwilling to enter a cloud at 5 C, which is about 41 F? Assuming, of course, no special circumstances like a cold soaked aircraft that is below freezing. i guess I’m looking for honest rules to live by, stripped of any cushions for measurement error or other circumstances.
  4. Thanks for all the answers. It sort of confirms the problem with suggesting icing is possible at +2C. If I’ve been up at 20k feet and the fuel and airframe are, say, -15 C and I enter a cloud I can get iced up at +5C or pretty much any temp, I think. Still makes me wonder the magic of all that advice “beware of icing from +2 to - 20 C”.
  5. I’m sure we’ve all heard what is usually described as the temp range at which airframe icing becomes possible but what I don’t understand is why that range includes a temperature that is warmer than freezing. Is that to allow for possible measurement error? Or, maybe, the lower pressure (and, thus, cooling effect on that air) of the air above the top surface of the wing? If the outside air (well, to be precise, my airframe) is +.5 C I’m not really at risk of icing am I? Thanks.
  6. I’m afraid I didn’t check compression. My expectation would be that compressions would be normal, but I didn’t take that step. I can tell you that at 75 hours and still burning oil I was absolutely certain I had a problem, but, no. It cleared up at 100 hours.
  7. I inspected the plugs on each cylinder every 10 of 20 hours. Plugs in three of four cylinders showed the indications of normal combustion but for 100 hours plugs in one of the cylinders showed evidence of an oil-rich environment. To do this, of course, you need a torque wrench and a bunch of new gaskets but that’s a small expense in light of the $30K or so just spent for an overhaul.
  8. I’ve broken in 3 engines. Two responded normally (everything stabilized within 10-20 hours) but on the third it took fully 100 hours for the oil consumption in one cylinder to stabilize. By about 50 hours I figured I must have glazed that cylinder but, no, it was all fine within another 25. So don’t give up hope if you happen to experience the same oddity.
  9. I may have been one who commented in another thread regarding bending lexan or polycarbonate (one has a slightly higher melting point than the other - google has the answer). Anyway, I couldn’t bear to spend $120 for a replacement lens for $20 of material. The lense on my J model has a somewhat convex, complex shape. All you need to do is pull out the old one, use plaster of paris or some such material for mimic the shape, drape the flat material you previously cut and drilled to size over it and place it in the oven at a temp about 50 degrees cooler than the melting point. In about a half hour the material relaxes and conforms perfectly to the mold. Earlier I tried the same approach with a heat gun but got it too hot in places, which produced bubbling. Finally, whatever mold material you use will probably show cracks when dry. No problem, just fill in the cracks and sand it to a generally smooth finish. Also, if you have trouble using the old lens to produce the mold just start with a piece of material that can be sanded to produce the approximately proper convex shape. Close is good enough. For that mater, flat is good enough too if you don’t mind the gaps that are produced between the rim and the lens. As a recent retiree I’ve got plenty of time to do small, low payoff projects, so when I couldn’t approach my airplane without seeing that gap I used the previously described approach. I bet this approach would work for the more dramatic bend required for a leading edge light lens too.
  10. I’m not an expert, but my oil shows something similar in similar conditions (freezing temps + fairly low power). If I’m going to face this situation for multiple flights I typically put a dam in front of the oil cooler that blocks about 50% of the air flow. That solves the problem.
  11. While taking some friends on a sightseeing flight I wandered into class d. I wasn’t talking to anyone so there was no way to say “I have a number for you to call upon landing. Advise when ready to copy”. As soon as I noticed my error I got out of there fast. I’ll file an an ASRS form, of course. But my question is how likely are they to contact me due to this error? I was squawking 1200 but have ADSB, so there is the technical means to know I was the one who wandered into that airspace. There was no call waiting for me at the FBO upon landing. Thanks.
  12. If I could toss in another question to this thread, it sounds as if using icing probability forecast products is important to many. Does that mean that you knowingly fly into visible moisture that is below freezing if the icing probability is low? If so, how low a probability is low enough? I know that the answer probably depends on the “outs” you have available but this is the sort or real world advice I find really useful. I’ve, heretofore, been pretty conservative and have never intentionally flown into a freezing cloud. I’d like to hear if that’s being too darn conservative. Thanks.
  13. I don’t know the accuracy of TIS A and B but on the half dozen or so times I’ve been able to visually judge ADS-B accuracy it’s accuracy has been at least within 100 feet, maybe better.
  14. I don’t want to get overly dramatic because the fact is it’s very, very unusual for two aircraft to occupy the same space at the same instant. Three dimensions work in our favor. But this morning I think it was at least 50/50 that, absent the heads up my GTX 345 gave me, I might have become a statistic. I departed Palo Alto just below SFO’s class B, turned in a direction that would allow a climb and commenced a climb. This was just prior to a hand off from the tower to nor cal and in an area where lots of aircraft squeeze into the airspace below class B. Well, a King Air was at 9 o’clock 200 feet above me a mile away on an T-bone heading when my ads-b started flashing yellow. I quit climbing and got a call from the tower just as it passed 200 feet overhead alerting me to the traffic. Tough to say if had I sustained a climb whether I’d have slowed enough to pass behind it. But that flashing yellow (and, maybe, audio alert. Can’t remember) sure helped. I do know that tower and ATC were of no help in that airspace.
  15. So does this mean I can call ATC well before I’m in classic radar coverage? Stated differently, will I show up on the controller’s scope before the first radar pingg touches me?