Marauder

Are you talking about the window trim that sits on top of the glass or you talking about a bead on the glass where it contacts the airframe? My 1975 F had a U piece on the window trim. It was replaced with a more flexible version that Bruce Jaeger provided when he did my interior. This is what the original trim piece looked like: You can see the new U trim piece on the door frame in this picture. This what you are talking about? Sent from my iPad using Tapatalk Pro

Better view of it. And if you are interested in it, let me know. I think I still have a lot of it on the roll that I haven’t used since it was installed. Sent from my iPhone using Tapatalk Pro

Actually it is not a carpet. It is a fabric that is glued onto the panels. Came from Douglas Interior Products, Bellevue, WA. Item number 5586. https://douglassinteriorproducts.com/?s=5586 Sent from my iPhone using Tapatalk Pro

Technically a J is an F clone. [emoji6] The starting airframe that was used to make the first J models were in fact Fs that were heavily modified and introduced as the J model. If you sat in a late model F or an early J, you’d be hard pressed looking at the interior to tell the difference. Now if the owner here claimed it was an Ovation clone, well then, I’d be on the bandwagon to say that would be stretching it. Pun intended. Sent from my iPhone using Tapatalk Pro

I just got mine approved “FAT 1”. [emoji1787] I’m curious why this level anonymity is important to you guys? Afraid someone will see you flying while you should be working? Gives the mother-in-law time to work on her quips before your arrival? Let’s your neighbors know when it is safe to break into your house (in that case, probably best not to post “I’m in Cancun” on Facebook)? Or am I in the midst of a bunch of billionaires and celebrities? [emoji13] Sent from my iPhone using Tapatalk Pro

Oxygen is an oxidizer. It “combusts” readily when expose to a petroleum source. Any fast evaporating solvent is fine to clean the orifice with. Also, if you keep a cylinder without your cannula adapter attached, you’ll want make sure you keep a cap on it. Sent from my iPhone using Tapatalk Pro

Not sure I understand your question. It has a Hobbs feature that begins counting as soon as the master is turned on. Are you talking about the ability to do like my Garmin Pilot app does, count it as time as soon as I exceed 20 knots or go vertical 200 feet? I’m not aware of any input for flight time although it does track GPS coordinates as well as speed & time. Sent from my iPhone using Tapatalk Pro

JPI uses 800 RPM to start tach time counting and EI uses 1200. I have both and my tach times don’t line up between the two. Sent from my iPhone using Tapatalk Pro

But you have one helluva PTSD reaction when I light [emoji91]a cigar in front of you. [emoji13] Sent from my iPhone using Tapatalk Pro

What happens when you say “Hey Siri, take a picture”? Sent from my iPhone using Tapatalk Pro

Have you needed to refill one of your transfill cylinders this past year? I was a bit shocked that our 250 cu ft cylinders are now $40 per refill. It was $16 in 2021. Sent from my iPad using Tapatalk Pro

Outside of the engine stuff being discussed, now is the time to make sure EVERYTHING on the plane is working. New buyers sometime get tunnel vision and will overlook things that will come back to bite them later. When the owner says, “Yeah, those factory gauges never worked right, I just use the JPI 830”, don’t be surprised at the annual your IA says those factory gauges are required to be working and the JPI 830 is an advisory gauge. And then you’re stuck with a $500 bill to fix them. I can’t tell you the number of times new owners have come back on this site shell shocked from getting their first annual bill. Turn the knobs, use the avionics, make sure ALL the lights work. If something isn’t working, you can either renegotiate the price, accept the issue or you walk. Just don’t ignore that some of this stuff can be very very expensive to fix afterwards. Sent from my iPad using Tapatalk Pro

The way these batteries fail is a slow expansion of the battery without a fire or explosion or a rapid expansion leading to a fire and/or “explosion”. If you ever used magnesium as a fire starter, it behaves like this. Except in the case of a lithium battery, the lithium is contained in a sealed container that and depending on the size of the battery and ignition rate, will either cause an aggressive fire or an aggressive explosive fire. I think these bags are designed to contain the fire and to some extent the rapid expansion (“explosion”) without compromising of the case. If you think about it, having an airtight container that won’t let the smoke out would also create a situation where gas pressure would cause the protective container to rupture. That is why I don’t use the pouch kind. I use a slightly bigger one that allows more space for the smoke to accumulate. There is still a risk with an iPad or cell phone battery going off, but I am more worried about the larger battery bank I carry around. Especially those that are made by companies where you have no idea about their quality control. For your viewing pleasure: This is the style of bag I use: Sent from my iPad using Tapatalk Pro

Yes, roll it. Bring the seat back forward and then roll it. Sent from my iPhone using Tapatalk Pro

My Lynx 9000+ with ATAS meets the requirements of C195b. I have an iPad that gets traffic from a GDL-52. My Aspens, GTN and Lynx all get traffic from the Lynx. What I have found is that I will get traffic warnings on the iPad not based on conflict but based on proximity to me. The stuff that is connected to the Lynx will all trigger at the same time when the ATAS triggers with the voice warning. The big difference is that it won’t trigger unless there is a conflict. What that means is my iPad won’t trigger on a plane that is 3 miles away and heading towards me, while the Lynx ATAS will. As I mentioned earlier, it has been 100% accurate over the past 5 years. I don’t get nuance warnings even if in the traffic pattern unless there truly is a conflict. An example of that was a warning on final when a plane entered the runway with me about a mile out. I just read through the TSO. There are a lot of requirements that need to be met to ensure any failure mode doesn’t compromise the integrity of the system. I doubt an iPad system can meet it but I am checking on the GDL-52 specs. Sent from my iPhone using Tapatalk Pro

There is a joke in there involving fat people… Thanks for pointing out the smoke piece. All of these bags are designed to contain the fire but are not sealed so that they can’t build up pressure and explode. I’m not sure I found any that are smoke containing. For usage in an airplane, my thought was if it did smoke, it easier to dissipate the smoke than it would be to deal with the fire aspect. The one i have is just large enough to hold my Anker battery pack and the lithium batteries I use in my headsets. I wonder how hot the bag gets. It is small enough to toss out of the window. [emoji15] Sent from my iPad using Tapatalk Pro

The link I posted is for bags designed to charge and store lithium batteries. Here is a description from one of them: Sent from my iPad using Tapatalk Pro

https://www.amazon.com/s?k=lipo+fireproof+bag&crid=3PEULOU2BB7UC&sprefix=lipo+fire%2Caps%2C72&ref=nb_sb_ss_ts-doa-p_1_9 There is a huge selection of LiPo fireproof bags. Look for ones that show a fire rating and if you intend on using the bag for charging and storage, look for ones that have a cable access port to allow your charging cables in. Sent from my iPhone using Tapatalk Pro

Nah! But thanks for thinking of me. Sent from my iPhone using Tapatalk Pro

I think that is where this technology has some shortcomings for GA. For those of you flying heavy iron, does TCAS ever provide false alerts? When I was looking at ADS-B options, I learned that TAS could fill an important role where ADS-B might have shortcomings. As well, as I mentioned earlier, the Lynx ATAS has been 100% accurate in the 5 years I have had it. It has never given me a false alert. That said, this technology, if it has done anything for me, it has heightened how much traffic I never saw before. Just to be clear, I don’t depend exclusively on the technology but I certainly didn’t install it to be the equivalent boat anchor of my old LORAN-C. Understanding how it can fail and the shortcomings is an important part of using it. I still remember a VFR departure out of Ocean City Maryland before the mandate. I was climbing and my wife who was sitting in the right rear seat came on the intercom and said “is there supposed to be a plane above us?” I think if I can ADS-B back then, it wouldn’t have happened. Sent from my iPhone using Tapatalk Pro

Your post has me wondering how my TAS plays with TIS-B in my Lynx 9000. I’m going to read up on it. Also, I agree that in ADS-R situations where 1090 or 978 are retransmitted to the opposite receiver through a ground station, there would be some sort of latency potential. I thought that one selling point of ADS-B was the direct plane to plane was also occurring. In other words, if a 1090ES plane is broadcasting out, a plane able to receive 1090ES, doesn’t require a ground station. It’s supposed to be truly plane to plane. I get that right? I remember my primary reason for getting TAS was to locate non ADS-B compliant planes (i.e. Mode C guys) and give me coverage when I am too low to receive an ADS-B ground (in my area, I usually don’t receive FIS-B in until I am around 800 AGL). I guess I need to freshen up my understanding of the technology and the limitations. Sent from my iPhone using Tapatalk Pro

You been hanging around Clarence too much! [emoji23] Sent from my iPhone using Tapatalk Pro

It’s not just the YouTube ad revenues, it’s also the sponsorships they have. Sent from my iPhone using Tapatalk Pro

I would love to have full TCAS capability in my plane. The proximity warning zones (PAZ & CAZ) for the Lynx system is about 8 to 12 seconds before potential impact. Just enough time to hear the proximity alert, say “Holy Crap!” and begin a turn hopefully away from the conflict. It would be a lot easier if it said to me “Hey stupid, turn left and dive!” I tend to understand those pretty well. When ADS-B was initially proposed, I thought this was going to be another Mode S exercise. Once I became equipped, it really enlightened me to how much traffic I never saw before. If this was the World War II era, I’m afraid I’d end up as a victory symbol on the side of someone’s plane. Sent from my iPhone using Tapatalk Pro

Exactly. Even if you saw them on ADS-B, there is no guarantee that the right corrective action would be taken. I’ll be curious what the NTSB finds in their investigation. I’ve practiced a lot of approaches near the infamous Modena VOR near Philly. That VOR collects planes like a fresh laid turd collects flies. Multiple airports on different frequencies make it hard to communicate with any of them. The best I can hope for with TIS-B is that I know where to look and hope that I can pick them out against the haze. I found the ATAS feature of my Lynx 9000 does a really good job of tracking these potential conflicts and when it goes off, I know I have a serious situation to contend with. What happened at Watsonville was troubling since the 150 pilot realized the 340 was closing quickly but I’m sure it was hard to gauge how quickly. Sent from my iPhone using Tapatalk Pro