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Break in the engine by running it as close to maximum continuous power as possible without allowing any CHT to exceed 420 degrees Fahrenheit for Continental cylinders or 440 degrees F for Lycoming cylinders. Run it this hard for an hour or two, until you see the CHT come down noticeably...

If Dan really like widebody FO he could have simply bid back to it when the DC-9’s were retired or after his 2 year seat lock on the DC9 expired if they were still in service. It’s very common at Delta for narrow body Captains to downbid to widebody FO.

It depends on your baffling and MAG timing. Lycoming recommends not exceeding 440 during break in but most other sources say do everything you can to keep temps below 400 if you want a low oil burning engine. Run it as hard as you can and as cool as you can. Don‘t however go below 75% unless...

Many might not have heard Buffet’s song about getting shot at in Jamaica. Great song but to tell the story too long for radio so many never heard it. If you are a pilot stream “Come Back to Jamaica.” You will enjoy it and it’s a true story. It was a beautiful day The kind you want to toast We...

The hangar seems fine from a temperature standpoint. It’s probably as good or better than a metal door. A insulated door would however be vastly better than both.

Rotax engines are the larger drone engine of choice. Demand is very high for the engines and some manufacturers are embargoed. Rotax engine thefts right off aircraft are a real issue in Europe at the moment. Drone demand is driving up costs as demand is soaring. It’s simple supply and demand...

We have them at our hangar. it’s a community hangar with two of them for 14 aircraft. They get used constantly and seem to hold up well. Getting them serviced has not been a issue.

What heats the oil, combustion in the cylinders. It’s all tied in. As an example I had an engine with piston squirters. They help cool the piston and cylinder but increase oil temps. A normal engine draws heat externally from the cylinder via cooling fins and internally via oil. Hence why the...

Certainly true but 265 degree oil temps will raise CHT’s significantly. Cylinders are cooled by air and oil. In addition heat in the block will transfer to the cylinders.

With those kind of oil temps and the fact that it was flown with those temps during the critical break in period I would expect the cylinders to be glazed and oil consumption high. The fix is to pull the cylinders and have them reamed. Repeat the break in process. The key to low oil consumption...

Living in ATL a Delta pilot would have several different non travel options to continue working available. He could also have taken a leave of absence.

The question that should be asked is why DG gave up a career with Delta that would have paid him 250 to 300k back in 2014 and now would be paying him 600k plus a year to instruct for 60K.

AMAS in Denver is the gold standard for retaining your medical. It’s who 98% of professional pilots use to save their career. They work directly with the FAA and have resources, credibility and access no one else has. Call them. https://www.aviationmedicine.com/

I am going to assume you have not priced a 916. 49,000 is the current price and if the war in the Ukraine keeps going it will probably be 60k in two years.

120 if you have a upgraded panel is probably more accurate. You got a very low appraisal. Be happy!

Yet when the tourists stop coming the locals start screaming!

When ATC is discussing speeds they are talking indicated AS. If assigned they would expect you can hold 160 kIAS level.

Biggest problem I see with new pilots. They refuse to look outside. I think some of it comes from too much time on home simulators. Your scan should be 100% outside doing stalls.

Even two pumps does not solve the issue of introducing air into the system. You would need a series of check valves to avoid air and avoid pushing fuel into the opposite tank in the event of a pump failure or fuel tank leak. Next time you are at a restaurant ask for two straws. Put one in your...

A cold cylinder on a 6 does not vibrate like a 4. Given he reported some mag issues it’s possible the cylinder was cold. Since it bumped up to 700 at some point I suspect as others mentioned it’s an indication issue. it could be easily verified if you have a CHT on that cylinder. Be aware also...