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I’ve been wondering that a lot recently. :mad2:

In light GA isn't Vne (almost?) always an IAS? Here's mine, at least: In the case of the U-2, my understanding is that Vne is set by mach number, which is not a fixed TAS.

Where does the water go?

Could you explain this? :confused: Are you arguing that, at the same IAS/AOA, an airplane at a higher TAS will produce more lift? If you crack open the PHAK (which I believe counts as a textbook), you'll see the following equation for lift: See ρV^2? Once you ignore compressibility and...

Precisely. Previous answer is mixing TAS and IAS. Nauga's answer makes the most sense to me for cruise: https://www.pilotsofamerica.com/community/threads/ias-vs-altitude.142891/#post-3400781

Blackstone does, at least. Here's my most recent analysis: 0.0% seems suspiciously low but what do I know? :confused:

Can you link one? I don't necessarily doubt this explanation but am struggling to find a single written source to back it up. To clarify, specifically wondering about a dead plug. Of course damaged plugs can cause hot spots/detonation (see link above).

Is that TSO'd? :D

Source? :confused: As Paul said, a dead plug (as opposed to damaged) should effectively retard timing. Should this not improve detonation margin? My engine is approved for continuous ops up to 5" oversquare at all MAPs. Why would it be any different during go around?

Not true for individuals. See point 2 under Description of Insurance. Reading over this yesterday I was surprised to see the Standard category limitation. I’ll have to keep that in mind if demoing experimentals.

Maybe they can get a discount on one that’s missing a knob.

Could this be a use case for one of those trash-heap Bendix transponders people are throwing away en masse?

Why not? Seems like good peace of mind and it could be something as simple as a text saying "You'll be acting as PIC right?"

Isn't it angle of attack that would not change, rather than aircraft pitch? As altitude increases climb rate decreases (assuming NA) and TAS increases (trimmed for fixed IAS), so the geometric angle (w.r.t. the horizon) of the relative wind gets shallower. So even at constant AOA the geometric...

I'm curious what the total oil retention is both with/without replacing the filter. Of course the filter retains a lot, but so would other parts of the engine (+propeller/governor on a CS). Anybody have numbers for these different retention scenarios? Making up numbers here, but if engine+prop...

@tsts4 looks like I was wrong. :dunno: This explanation (if you read the whole comment) was about longitudinal stability in climb (which admittedly we now know wasn't what OP was asking about). It's straight out of Chapter 5 of the PHAK...

Another nice thing is that (in my case at least, with Avemco), the damage cap is the amount your owned airplane is insured for. Standard renter's policies often have laugably low caps that are really only good for covering the owner's deductible.

I fail to see your point. Plenty of things are required/have some value and are also BS. Whether others bore/dental/chinascope their cylinders when they do a compression/leak down/differential compression/differential pressure test/check is absolutely up to them.

I would agree with this. Even if you're technically not liable it's a lot harder to explain this than to just punt it to insurance.

Are those not examples? Again, Continental's guidance is also consistent with the utility of borescopes independent from compression test results. Obviously nobody is skipping compression tests. They're required by regulation. If by "disassembling the valve train in-situ" you mean replacing...