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New Englander

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New Englander last won the day on October 18

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About New Englander

  • Birthday January 19

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    New Hampshire
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    The way I see it, you can either work for a living or you can fly airplanes. Me, I’d rather fly

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  1. In case the wind is off the lake:
  2. I won't buy boots or hiking shoes without it, but, it seems to eventually get torn or punctured and eventually disabled so I'd be concerned for its longevity in a shoe I intended to resole many times.
  3. 210 is a likely nominal figure depending on the application. Sometimes the pressure may be adjusted to bring the plane's ACN - Aircraft Classification Number below the PCN - Pavement Classification Number to operate at certain airports but that's more theoretical than practice. Ours have a pressure range and if we're going somewhere cold they'll be serviced to the top of the range or we'll get a low tire warning just like in your car, except they've been on planes for decades. It's amazing how fast the pressure will rise just taxiing due to the heavy sidewalls, even the nose tires with no brakes. Since we operate all over the world finding the airport's PCN is sometimes a challenge. Someone at the intended landing place will report to a secretary the "sure, big planes land here all the time" only to find the Big planes are C130s or maybe 727s with big tires and gravel kits (we're paved, hard surfaced only). Africa was the worst for that but it seems we're not doing any Africa at the moment.
  4. I had one of those magnetic heaters on my 3414's hydraulic tank. It did Ok if not windy or too cold. That loader had a separate sheet metal tank so no warm up from engine heat. It would hardly steer and loader pumps would cavitate. Blanket helped a bit if it didn't blow off.
  5. MPH. A common rating is 195 knots/225 MPH. Older tires had MPH, later both, newest, knots only.
  6. Way cool! Looks like something out of a Mad Max movie.
  7. The ones I've used in my gas loader were core plug types and worked well. The package warns not to have plugged in with engine running which didn't make sense to me. Apparently the warning is correct as the one time I forgot it immediately burned out. Must be cavitation? I've got a new one sitting on the shelf but since it's gas the priority is really low. Although the Fuel Pincher Detroit starts pretty well I plug it in for an hour anyway. German diesel is also a good starter but better if plugged in. There's a silicone pad on my Cessna's oil pan plus I direct a hot air heater up the cowl flaps for a while. It will start down to pretty cold but Continental recommends preheat. Avgas is not as volatile as mogas and there's no seasonal variation. There's no choke so priming is necessary. Guy in the next hangar has a complete preheat kit including bands for each cylinder. He's got an app on his phone that will turn them on. There must be one so that you can turn on a diesel's heat while having your coffee. Ready to go when you are with no wasted electricity.
  8. Back in the day long holds and guys crying min fuel were common, now it's more common to be held at the gate or in a penalty box awaiting a release. Holding is less common now but not unheard of. The Jurassic jets could get your butt a little tight when holding as the pure jets or low bypass jet had some ungodly fuel burns at low altitude. I distinctly remember saying to my co-pilot when we had already declared min fuel "one more time around and we're declaring an emergency". Modern high bypass engines do much better but at the end of a long flight where you're already tight on fuel you can still get a little concerned.
  9. I could haul my boat at 12' with an oversized load permit. Anything more required escorts in NH. As was said above, it varies by state.
  10. Computerized flight plans are often very accurate. In the North Atlantic back some years ago often one would be designated as a MET plane, which meant that at each position report you included the wind and temperature reports and the flight planning engines would work off that, so they'd be accurate to within 10 minutes or so depending upon time of day. The NAT tracks move every 12 hours depending upon the traffic flow - evening to Europe, morning to the US so the first planes on those tracks enabled the next to get better information. Well, now every plane is automatically a MET plane as the ADS-C and ADS-B give MET report with every position report -C, contract or -B, broadcast. Domestically the same happens with ADS -B. Some planes include winds in the message while most light planes don't but by using wind vector inversion the winds are calculated. Here are a couple of screen shots of one of our flight plans from San Fransisco to Toluca, Mexico. The first is a piece of the header which shows the total time and fuel burn while the second shows the information of the first waypoints. Each shows the time and fuel burn so you have a how goes it. The same flight plan gets uplinked to the planes Flight management System. Of course anything can screw it up such as unforeseen holding, general traffic or airport problems but the degree of accuracy obtainable is quite good. ADS= Automatic Dependent Surveillance either Contract, a mutual agreement between the plane and ATC or Broadcast, a system that just tells the world who you are and what you're doing at the moment.
  11. How's the supply voltage? Running on a 15 amp circuit my saw would trip the breaker under load. Since I had 220 nearby I converted it and have zero issues on 220. I could see the lights dim on the 15 amp 110 circuit. Saw would almost stall then breaker would trip. Since those saws rely on gravity for belt tension check the belt has tension after changing blade height. Mine would sometimes be loose as the motor pivot was sticky. I could hear the motor running in that case.
  12. Barn had them so all the new wood I've used in the restoration gets Bora Care. It]s a thick liquid you mix with warm water (just to make it easier to mix) and spray with a backpack or pump can sprayer. I noticed the first repairs I did 30 years ago showed evidence of their activity so began my spray program. I've not seen any since. EDIT: Tim-Bor is another
  13. I was close once. I experienced a runway incursion when on very short final in a T34 - guy pulled right onto the runway at a towered runway. I was being a bit of an arse went around flying over him lower than needed and pulled up sharply whereupon the tower cleared me to land on the cross runway while giving the other guy a number to call. My almost acrobatic maneuver was distracting enough but when the huge gear horn went off behind my head I went around again joining a proper pattern for the now vacated original runway. Humbling lesson learned 50 years ago. I do a GUMP check even in my fixed gear Cessna. U is for undercarriage and my wife gets a laugh at my autonomous response - Down and bolted.
  14. Continental aircraft engine require a borescope with every compression check This what I use. I use a laptop as that's portable enough but it will work with an iPad so probably an iPhone. It's a rigid scope that will turn 180 degrees so may not be what you need. https://www.amazon.com/Vividia-Ablescope-VA-400-Borescope-Articulating/dp/B00GY7C9ZW/ref=asc_df_B00GY7C9ZW/?tag=hyprod-20&linkCode=df0&hvadid=312327076467&hvpos=&hvnetw=g&hvrand=18419656026710771595&hvpone=&hvptwo=&hvqmt=&hvdev=c&hvdvcmdl=&hvlocint=&hvlocphy=9002408&hvtargid=pla-568205059806&psc=1
  15. There's a movie out called Devotion. I have not seen it yet and was reluctant to as I thought it might be all about racial injustice, rather it's a little more honest and about heroism. Medal of Honor Recipient Thomas Hudner Jr. talks about his experiences during the Korean War, including his attempted rescue of his wingman, Ens. Jesse Brown, on Dec. 4, 1950.
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