rgmcca

Alabeo D17 Staggerwing, hands down...

This isn't quite true. Boeing determined that the battery problems were generated from a couple cells shorting plates. The redesigned SS chest and overboard venting will prevent any further plate problems from smoking up the interior and the SS helps satisfy the FAA. Further battery troubles may occur, but they are not expected to receive the attention that these did. If it ain't Boeing, I ain't going....

These are GE Engine problems. Just unfortunate that these are also used by 787 as well. Be it noted that the 787 is exceeding their efficiency predictions by 3%, though are still overweight by 2% (which in time will be corrected). The airlines have been ecstatic over their performance despite the battery trouble which Boeing feels is history now.

If it ain't Boeing, I ain't going!

I don't remember much about my first solo except that I was paying $6/hr wet, including instructor. This in a 7 year old 1949 Taylor craft I think the instructor merely jumped out and told me to take it around again. I had about 6 hours of instruction in my log at the time. Planning my first cross-country was more memorable, though it went without incident.

What might give you a warm fuzzy feeling is to know who is paying the salaries of the FAA inspectors?! That aside, I have every confidence that Boeing will eventually solve these problems and will unlikely expose themselves to another folly of similar nature in future products. There will be some reparations to the airlines, but not to the nature that has been suggested. These kinds of contingencies and delays have already been specified in the sales contracts and unless these problems can't be resolved short of a complete redesign, the break-even point will merely be further extended which is routine for new design deliveries. None of these details are likely to be made public in our lifetimes, but there will be unofficial speculations I'm sure. I still say, "If it ain't Boeing, I ain't going!"

Piston aircraft engines have two magnetos. One is designated "left" and the other "right". They could as easily be labeled "1" and "2". You check each one separately on pre-flight check and then you check both together. Upon takeoff and landing, you'd normally set mixture to full rich. Upon cruise, if your panel has a cylinder head temperature gauge you set your mixture to lean gradually until the temperature begins to rise. Then back off a little, Every barometric pressure change (altitude) will require a new setting. If your panel doesn't have a gauge, you can only guess. I think FSX will take care of it for you. Happy flying!

Actual numbers will depend upon engine specifications. However, think of a variable speed prop as setting the engine RPM (each engine will have an optimal RPM for each condition). Think of the throttle setting the manifold pressure to an optimal setting. Think of the mixture control adjusting the air to fuel ratio...it is at its optimum when the mixture is leaned to the point when the cylinder head temperature begins to rise. An old technique used by early day pilots was to set the magneto switch to left or right, then lean the mixture until the engine begins to miss, then switch again to both magnetos.

I just installed the full version (PNW) and couldn't be happier with the result. It blows my socks off! You should see little difference between it and the demo. I've also installed their free airports and haven't noticed any problems with frame rates, though performance depends more upon the system you are using. I've been contemplating the purchase of their adjoining Rockies and Fjords.

Activation??? That's odd. I've migrated FSX to 3 upgraded systems since I bought the product and have never had to call anybody to activate it. When MS abandoned MS Money they issued a "Sunset" edition which severed it's need to address MS servers, but it still works fine.

Pierre, You didn't mention your age. 30 would seem old to a 20 year old! I'm 76 and have just begun (in my mind). I was married for 9 years and 10 months, 2 kids, ended in divorce. That was 1970 and I swore to myself I'd never put myself into that position again. I had a great single life. Lots of friends and lady friends, but none I'd want to live with. Had a good job. Had many hobbies. Learned to fly and performed in a number of air shows (60's thru 70's). Built a Benson gyrocopter and had the time of my life. It was a great single life. As I was getting older, my daughter once asked me if I intended to live alone even after I retire. I don't remember how I answered her, but it put a seed into my head. I had been spending quite a bit of time in Asia and had many friends there. I happened to mention the thought to one of them and I was given a list of over 20 names, all young ladies I knew. It took a couple more years of thinking, but eventually picked one and tried again. It lasted only 5 months. It was a bad pick but even so, I enjoyed having the company. So as soon as I was free of that one, I returned and found another. This one has lasted 10 years and I couldn't be happier. Moral of this story is to learn to enjoy your life as it is, but keep a door open for changes. You may or may not find something better on the other side. It's better to be able to say that you've loved and lost rather than to have never loved at all! No risk, no gain! Happy flying....