Search results

Yes, that ^^. I'll add that the procedure is nothing new or different. Cut open the filter and inspect the pleats for metal, just like you normally would. The Lycoming SB linked above is not specific to this AD either, but general advice about what you find, what is normal vs. abnormal, and how...

Yeah, looks like the connecting rod bushings have had more than their fair share of failures and we need to be vigilant about cutting open the oil filters and checking the screen for bronze particles. Which we were already doing of course...

Canada geese too. One thing all birds seem to have in common is that their startle response is to dive. Makes sense, since they can accelerate at nearly 1G that way, which they can't do in any other direction. Always fly above them or well to the side, never under them.

Whatever causes the fuel pump breaker to trip is an electrical flaw. That can cause an in-flight fire, one of the worst possible emergencies. If he doesn't realize this, he is dangerously uninformed. And if he does, he is dangerously complacent.

I would have gotten out of the airplane after step 1. That airplane is not airworthy. Go fly a different airplane.

That also works in reverse. I filter out my own tail number so when my own airplane shows up on ADS-B in I know something is wrong.

Most apps that show ADSB-in traffic have an option to enter your own tail number so it can filter your own airplane out of the data.

Depends on the ATC facility. If they are equipped to receive ADSB data and yours fails, they may ask you on the radio if your airplane is ADSB equipped. And whatever your response, they may report your tail # to the FAA who will follow up and contact you to ensure compliance.

One can do this with any engine, basic physics. MP determines BMEP which determines torque, multiplied by RPM is power. It's not linear and the curves vary by engine, but once you know the curves the basic formula is the same.

I've seen the max quoted anywhere from 61 to 81 inches depending on power level: continuous, military, war emergency, etc. I'll add that below 40 inches the engine sounds like you're shaking a box of ball bearings. That engine wants to be under boost. That's just my non-expert opinion having all...

"Aircraft calling Podunk tower, the field is VFR. State intentions." (I don't know whether this is the proper phraseology, but it is the commonly used phraseology).

Agreed. Class D doesn't require a clearance, but only establishing 2-way radio contact, which happens when the controller states the aircraft's tail number. For example, I was once approaching a class D while VFR and called them up. They were busy and the controller said, "Barnburner 1234A...

Yes, that is one reason for the minimums, which is why they can be reduced even when VFR when all aircraft are under ATC control, such as class B and SVFR.

There would be no legal reason to divert. You were cleared SVFR, so you could legally land there so long as you could maintain 1 mile of vis and clear of clouds. Yet as PIC you might choose to divert anyway for safety reasons - your choice. First, broken at 1300 is legal VFR, plain & simple...

I wonder how many of those blind people who can't read the Skew-T Log-P diagrams are flying airplanes?

I hope you are right.

I think there may be. The Moss Interpretation says on p. 2: The certificated mechanic must be available, not just to answer questions, but to notice mistakes and take over if necessary. The latter half of that phrase is new, and it seems to imply that the A&P must be watching every move the...

Looks like is already being discussed elsewhere: https://pilotsofamerica.com/community/threads/owner-assisted-annuals-are-now-outlawed-unless-supervised-100.148790/

I searched but didn't find this, so it looks like my post was a duplicate. I'll refer it here.

I read about a new "Moss Interpretation" today. https://www.faa.gov/media/84326 Essentially, it says A&P supervision of work must be in person. Didn't seem that big a deal to me, but some people are getting fired up about it. So maybe it is a bigger deal than it seems. For example: