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Airport management discussion - USA versus Europe and why Europe is so often so screwed up

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From here

WhiskeyPapa wrote:

How is it that US airports of all sizes are able to accommodate GA traffic without disruption?

This question has been asked so often already that it makes me tired to read it… I have no idea. But I have come across so many experts on the internet who know exactly how an airport needs to be managed that I wonder why they don’t do that for a living. BTW: The position of CEO of my homebase airport will be vacant soon (the present one will reach retirement age in a few weeks). Looking forward to see that position filled with a GA friendly person who will show us all how an international airport can be run with a profit while still accommodating GA traffic for zero landing fees and free AVGAS for erverybody.

Icing (merged threads)

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I'm still somewhat new to IR and I am scared of icing. Heck, I occasionally wake up in the night after dreaming that I'm in an evil icing cloud...

What was your worst icing event? How much ice did you get? How did your airplane react? How long did it take until you reached a serious level of icing?

I've been receiving two types of advice:

  • don't worry, a Cessna can handle a lot of ice and it's no big deal, people are greatly exaggerating
  • stay away from any cloud in freezing conditions unless you're FIKI

Correct Lycoming / Continental engine shutdown procedure (non electrical considerations)

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From here

@A_and_C do you mean this one i.e.

I have heard of that with turbo engines which need the turbo to cool down.

There is a separate thread on the shutdown procedure for electrical reasons.

How to read an oil dipstick?

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This morning I pulled the oil dipstick out and it read half way between full and empty. I cleaned it and put it back in and pulled it out again and the oil only came up to the bottom line. So I pushed it back in, did my walkaround, and tried again: still the bottom line*.

I can see why wiping the oil off is important if a vehicle has just been in motion – as the engine tilts the oil moves in the sump and might rise to a higher level than normal, staining the dipstick up to this higher level. But in an aircraft that has been immobile for a week or two surely the oil will have time to flow down the dipstick so that the first reading will give you a true level. In which case, why the discrepancy the next time you measure it?

*The other thing I’ve learned with a tailwheel aircraft with a VW engine is that you get a significantly different oil level reading if you jack up the tail so that the engine is level, so an oil level at the bottom line of the dipstick is actually mid-range.

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