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Did you maybe try retracting flaps to flaps T/O followed by immediately with gear up for comparison? Would be cool to have that data point.

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When I used to be an engineer at car audio company. The boss asked If we could make our own fuses. I said it can’t be that hard. I tried a zillion ways to make a fuse. I took tons of data. Making fuses is way harder than most people think.

Yes, just the spinner. It is in my hangar but if you're in need I can take some measurements and pictures. I don't know much about it. I'm a bit too tired to make this statement more eloquent- I bought the plane from a dead guys brother. It had the SWTA cowl and spinner on it, came with what appears to be the factory spinner in the back seat. I promptly totalled the plane after purchasing it. Still have the original spinner.

Yes it is Hartzell and I wouldn’t know how to find out if that bulkhead difference would be legal for my application. If anyone knows that’d help

So you have the F model spinner without a bulkhead?

Affirmative! It is not stock a former mechanic removed the stock one after the aft bulkhead cracked and installed this one, yes cowl mod was done as well!

Unfortunately mine does not have a part number that I could find. I assume it's for the factory 2 blade McCauley, but it does not have a bulkhead.

You could literally get an annual, fly it directly to another shop from that annual and find a bunch of squawks. Some may be in this category where it should have been caught. Vigilance, learning your machine, asking questions and regular use will make this less of an issue over time. People are fallible, sometimes its incompetence, sometimes it’s an honest mistake, sometimes it’s communication. Adjusting your expectations is somewhat required in this genre. Everything is more than it should be, and takes longer than it should as well. All these things aside, you’re in the middle of it all and it feels overwhelming. It could be worse, you could have discovered these things under more urgent circumstances. I think subconsciously I assumed everyone in this whole industry would somehow be different from people everywhere else. My reason was the consequences are so much more elevated, but people become inured. While this may sound cynical, it really isn’t, it’s just reality. There are good guys out there so don’t feel hopeless. You will find your groove. If you can find one that will fly your plane after service, that gives me a great level of confidence. Not only because they will fly in their repairs, but someone who flys will experience what you explain, and come to know her idiosyncrasies.

If only there was electrical advisory group that could provide proper guidance for us techs.

I practiced today with a few go arounds- 1980 M20J. Retracting the gear had a much less affect on the trim than flap retraction. I'll be a pull the gear up first pilot.

cigar lighters are horrible interfaces for delivering 12volts. I would probably go with something like this: https://www.amazon.com/PAEKQ-Sidewall-Weatherproof-Connector-Generator/dp/B0F61Q31RL/ref=sr_1_4?crid=FU86ZG3Q23KI&dib=eyJ2IjoiMSJ9.ONCGXK1t7jX7uyWkg4nWBgIHVAmm3QgjNp817H1jT5TnoxJbsLoK4ift99SE1isyEfkEJFCFsdPkUfbJi1_g-RAOqvjKEy31OMU7Z9OO_XjzszSH7e9kpq6E9dKkJvtwrayjTI3mu1MDaQbMBiIUmBNTI1949NLPFMxVb20w4cwve6bLBQBxHBl6auwUWqCeonINoEYljIUdV0cH8fyUfNnoNT7e8X1BpZuK6cgAPXg.G_rJHe5QGSdD8UP53YtQPApdq5S9VR6zH95ev7kB8L0&dib_tag=se&keywords=12v%2Bconnector%2Bsae%2Bpanel%2Bmount&qid=1756694253&sprefix=12v%2Bconnector%2Bsae%2Bpanel%2Bmount%2Caps%2C159&sr=8-4&th=1 the 12AWG is good for 25 amps at 12v If you wanted to make it all certified wires, the plane end could be created with M22759 aircraft wire and crimp on bullet connectors.

But which way does current flow? In an FAA document? In a US Navy document? In nearly any other document?

The screw dragging on the left aileron rod was removed and the mechanic polished it and did something to prevent rust. He discovered it because he was concerned the servos for the autopilot wouldn't be able to move it but all is well now. The throttle and prop cable parts have also been replaced Antenna replaced also Now on to making a plan on the leak. Very concerned on the cost as there has been a bunch going out with downpayment, 1/2 the annual, avionics upgrades plus the things we have found we have repaired. I'll also do my best to answer questions. Based at KMEI for now M11 in the long haul. Shop was on field of seller, but wasn't supposedly used for anything but a landing gear light replacement. Nothing I could find in logs about leaks, the annual did report a fix of the right wing, but it was the fuel drain not the wing, nor was the left wing mentioned. Its a 75 20F Exec 21 I'm for sure going to spend some time talking with my avionics guy to see about shop options. I'm also going to look into this Saavy thing. I tried to search these forums but didn't see any post specifically talking about reviews pros cons etc. Thank you to everyone for the comments and advice

Next up electrons flow from negative to positive. Prove me wrong.

Nah, the tail doesn’t rotate there or into anything. There was some impact damage that happened on the edge followed by some rain and that’s the result. LASAR and Mooney made those parts out of the worst polyester fiberglass process available. Leading edges will deteriorate if un-protected. You could drill off the Fillet and repair it, but I’d wipe it clean and throw a little epoxy on it and be done. -Matt

is that a Hartzell? I have several spinners with bulk heads attached with screws.

given the left side of the pic I would say some corrosion is going on there. Then some cracking as the metal thinned out. and your tail may be trimming up too far. gently lift the tail and see how much play is in it. (this is a walk around item)

Well, maybe if you expect a HUGE inrush current a slow-blow would be appropriate. Thing is, it is not commonly understood that even a fast-blow fuse is really pretty damn slow at just over its rated current. E.g., a 3AB fast acting 10 Amp fuse will take over 15 minutes to blow when at just over 10 Amps! Even at 20 Amps it will take 4-5 seconds! So, just how long do you really want to wait when the circuit is drawing over the fuse's rated current? https://www.littelfuse.com/assetdocs/fuse-322-datasheet?assetguid=4716bb79-a4c9-46f8-a462-76ba7e6af5ae

My B-In-Law got his grandfather's old car when he was heading off to collage in the 60s. Changed the oil in the car with some of that great modern degergent oil that was being advertised. Got about 60 miles and the engine seized up. When they eventually got it to a shop, the mechanic said it was because of all the crap that new detergent oil broke free and it got everywhere inside the engine.

I found a reference to an IVSI in the GI275 manual, but it seems to be associated with TCAS II. So I wonder if it is available for GA or you need a different version of the 275.

Yup, a 1/4-wave stub antenna is generally omni in the plane normal to the antenna axis, and since the DME or transponder antennas are typically on the belly to minimize shadowing, it has to be small and would be more problematic to be full- or half-wavelength. With the natural ground plane of the airframe, it also makes a 1/4-wave a bit more efficient. Antennas have tons of weird and subtle tradeoffs which makes it interesting to see the choices that are made in various applications.

There is a requirement in Canada for a diversity antenna, typically on the roof, for the 1090ES transponder/ADS-B signal. That may be what that was, and if the aircraft was in Canada, but is no longer, that may explain why it hasn't been addressed. If the transponder does have diversity capability, the diversity output channel should be turned off to prevent damaging the power ampifier in that part of the transponder. This is just me guessing what that was, but it shouldn't be too tough to check the transponder and make sure any available diversity outputs are turned off.

I've noticed that, that the G5 VSI is pretty responsive compared to the air VSI instrument. I've adapted to using it more as it does seem pretty useful. I also fly G1000 aircraft and haven't really paid much attention to the responsiveness of the VSI in that system. I'll likely be more attentive to it just to see the difference.