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My before landing checklist is about as simple as possible. Red, Blue, Green. That would be: Mixture, Prop and Gear down green lights. Midfield downwind or 2 miles out. My IO360 will misfire terribly if I have to add power to, for example, correct a sink rate. My intent was to keep things as simple as possible, while still using a checklist.

I hope they get the folks out before the wind blows and the plane falls down.

Sometimes there is a metal ID tag in the cremains. Make sure to remove that first.

The blue can of Clear View is probably the finest widow product available. Note: I'm DOM for a very high end Corporate Flight Department and Clear View "Plastic Cleaner Protectant and Polish" is our go-to product. Used correctly, it's extremely difficult to beat. It does contain a small quantity of Carnauba Wax and will fill micro-imperfections. Leading to a very clear window that repels rain. Another product that works incredibly well on plastic windows, and is amazingly fast and easy is Griots Garage 3 in 1 Ceramic Wax. In fact, it's probably the best "do everything" product I've ever used. The trick is to use 2 microfibers, spray and spread with one microfiber, immediately buff with the other.

The pricing structure of the aviation giants is stunning, with $500 O2 and N2 bottles selling for $20,000. It's no surprise Boeing won't keep Foreflight economical.

A connecting rod bolt is a great example of a part that "seems" to endure Three Hundred Million cycles! How is it that a lowly bolt and nut configuration can withstand so many brutal events? The answer is simply that the bolt only has to withstand one cycle. The torquing event stretches the bolt well beyond the load it will be asked to carry. For sake of this discussion, the bolt does not feel the stress of normal operation. It feels only the load required to keep the cap firmly in place. The idea that everything experiences fatigue is not correct, lightly loaded steel components have no fatigue limit. Lightly loaded aluminum components can last for millions of cycles. An example would be an aircraft piston, capable of 300 million cycles, no prob.

A connecting rod bolt is a great example of a part that "seems" to endure Three Hundred Million cycles! How is it that a lowly bolt and nut configuration can withstand so many brutal events? The answer is simply that the bolt only has to withstand one cycle. The torquing event stretches the bolt well beyond the load it will be asked to carry. For sake of this discussion, the bolt does not feel the stress of normal operation. It feels only the load required to keep the cap firmly in place. The idea that everything experiences fatigue is not correct, lightly loaded steel components have no fatigue limit. Lightly loaded aluminum components can last for millions of cycles.

A connecting rod bolt is a great example of a part that "seems" to endure Three Hundred Million cycles! How is it that a lowly bolt and nut configuration can withstand so many brutal events? The answer is simply that the bolt only has to withstand one cycle. The torquing event stretches the bolt well beyond the load it will be asked to carry. For sake of this discussion, the bolt does not feel the stress of normal operation. It feels only the load required to keep the cap firmly in place. The idea that everything experiences fatigue is not correct, lightly loaded steel components have no fatigue limit. Lightly loaded aluminum components can last for millions of cycles.

FAR 43, appendix D, very clearly outlines what the FAA requires. If you are N registered, this is your bible. Additionally and equally important are the requirements of various AD's that might apply. Manufacturers can make all sorts of claims, for example the "TBO" of an engine can be listed as 1600 hours. This is not law, nor is it a requirement. For you, it's a suggestion, even if it contains the words "mandatory" (in big red letters) by the manufacturer. You can do more inspections or more frequent inspections, but you must always remember, that's your choice. FAR 43 Appendix D and the AD's define what you must do. Note: If you fly IFR and/or in controlled airspace, there are regulations 91-411 and 91-413 for altimeter/transponder checks. Don't forget your oil changes! Each person performing an annual or 100-hour inspection shall inspect (where applicable) components of the engine and nacelle group as follows: (1) Engine section - for visual evidence of excessive oil, fuel, or hydraulic leaks, and sources of such leaks. (2) Studs and nuts - for improper torquing and obvious defects. (3) Internal engine - for cylinder compression and for metal particles or foreign matter on screens and sump drain plugs. If there is weak cylinder compression, for improper internal condition and improper internal tolerances. (4) Engine mount - for cracks, looseness of mounting, and looseness of engine to mount. (5) Flexible vibration dampeners - for poor condition and deterioration. (6) Engine controls - for defects, improper travel, and improper safetying. (7) Lines, hoses, and clamps - for leaks, improper condition and looseness. (8) Exhaust stacks - for cracks, defects, and improper attachment. (9) Accessories - for apparent defects in security of mounting. (10) All systems - for improper installation, poor general condition, defects, and insecure attachment. (11) Cowling - for cracks, and defects. (e) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the landing gear group: (1) All units - for poor condition and insecurity of attachment. (2) Shock absorbing devices - for improper oleo fluid level. (3) Linkages, trusses, and members - for undue or excessive wear fatigue, and distortion. (4) Retracting and locking mechanism - for improper operation. (5) Hydraulic lines - for leakage. (6) Electrical system - for chafing and improper operation of switches. (7) Wheels - for cracks, defects, and condition of bearings. (8) Tires - for wear and cuts. (9) Brakes - for improper adjustment. (10) Floats and skis - for insecure attachment and obvious or apparent defects. (f) Each person performing an annual or 100-hour inspection shall inspect (where applicable) all components of the wing and center section assembly for poor general condition, fabric or skin deterioration, distortion, evidence of failure, and insecurity of attachment. (g) Each person performing an annual or 100-hour inspection shall inspect (where applicable) all components and systems that make up the complete empennage assembly for poor general condition, fabric or skin deterioration, distortion, evidence of failure, insecure attachment, improper component installation, and improper component operation. (h) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the propeller group: (1) Propeller assembly - for cracks, nicks, binds, and oil leakage. (2) Bolts - for improper torquing and lack of safetying. (3) Anti-icing devices - for improper operations and obvious defects. (4) Control mechanisms - for improper operation, insecure mounting, and restricted travel. (i) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the radio group: (1) Radio and electronic equipment - for improper installation and insecure mounting. (2) Wiring and conduits - for improper routing, insecure mounting, and obvious defects. (3) Bonding and shielding - for improper installation and poor condition. (4) Antenna including trailing antenna - for poor condition, insecure mounting, and improper operation. (j) Each person performing an annual or 100-hour inspection shall inspect (where applicable) each installed miscellaneous item that is not otherwise covered by this listing for improper installation and improper operation.

Aluminum generally does not, by itself, weaken over time. Properly stored aircraft aluminum sheet metal will have the same characteristics as new. Aluminum will weaken/fail with repeated high stress cycles. Obviously, bending a sheet metal part back and forth repeatedly, will cause cracking and eventual failure. This is not what happens when much lower loads are placed on parts. A Mooney wing might handle 10G, so 2G or even 3G's of turbulence is not stressing the part significantly. The wing is therefore able to handle millions of such low-stress cycles without trouble. Think of an airliner wing, the often turbulent conditions, and the 60,000+ hour lifespan. The Mooney 4130 steel airframe is, for our discussions, not much different. It is able to handle repeated minor stresses without any degradation or loss in strength. It is also repairable, by the simple act of welding in a new section. However, just about any aircraft sheet metal tech will tell you that various aluminum parts will crack due to any number of reasons, including vibration, repeated overload stress, overtemperature, corrosion and so on. The good news is that one can keep an aircraft flying nearly forever with good maintenance.

I don’t care for vacuum driven instruments. Please don’t take my post as “ancestor worship”. I’m simply pointing out some known downsides to TAA (technically advanced aircraft). The FAA recognizes TAA as having more “available safety”, while also recognizing that in many cases, glass cockpits reduce safety. The FAA has detailed statistics on takeoff, cruise, weather and landing accidents for TAA vs legacy aircraft, and it's nowhere near as promising as we'd like to think. Pilots are often unable to troubleshoot failures, there are often single points of failure, and so on. When the electrical smoke escapes (recently happened to me) the proper course of action in flight is to power down the aircraft. I suggest a backup instrument configuration that is 100% separate and independent (and if EFIS) on it's own battery. Our new Gulfstream G600 has 2 battery powered standby EFIS displays on the glareshield. Cool! Except, both LOSE airspeed and altitude information when main batteries are selected OFF. What engineer thought this was OK? Even the best designers and engineers can't seem to get everything right. As to whether a failure on TAA is more or less distracting is also the subject of FAA investigation. At the moment, it seems the answer seems to be “more distracting” and much more difficult to overcome.

It is not just the "big bore turbos" that require high octane. Any flavor of angle valve lycoming will require 100 octane. In fact, angle valve Lyc's can detonate on 100LL in some conditions. An IO360 angle valve flying during a Connecticut winter, at full rated power, can in fact detonate itself to death on 100LL.

It has always been the FAA's position that the FAA has authority on all things aeronautical. I suspect the FAA and EPA will have a urine distance contest of epic proportions on this one. Clearly, the FAA can argue that inadequate octane due to misfueling will result in actual lives lost due to catastrophic engine failure.

Just an FYI, dissolving carbon is difficult. Few products will effectively soften or dissolve carbon. Consider what it takes to clean an oven! Berryman's B12 will slowly soften carbon and remove some kinds of paint. As a very general rule, it takes a product like oven cleaner or paint stripper with methylene chloride (the stuff that burns your skin) to effectively remove carbon. As much as we'd like to think Marvel Mystery Oil will do it, it won't.

On a 2700 RPM engine, 5% over is 2835 RPM and 10% over is 2970. We've run our aerobatic AEIO 540's at 2800 for the last 25 years. Never an issue. Of course, they twist and turn, fly knife edge without oil pressure for up to 30 seconds and go straight up right after takeoff, so they are subject to more than just a momentary overspeed. They are subject to intentional abuse.