neilpilot

A while back an aircraft on the west coast was squawking my ADS-B. After several flights I was able to determine their base. I called several Avionics shops in the general area and finally talked to one who suspected a recent installation. Turns out after we returned a loaner KT74 to BK they sent it to another customer without wiping my code. Of course the shop that installed the unit failed to setup the unit as well. During my attempt to track down the culprit I did call the FAA. A wasted call.

In the 30 years I've carried a handheld in my Mooney I've had to use it 3 times, including once during an instrument approach. In addition to a headset adapter, I strongly recommend you consider an external antennae jack. It's a relatively cheap and easy installation.

I also would us welding O2, but I'd like to know why you would use it if you think that "that stuff is crap". I know first hand that the one major industrial gas supplier that distributed O2 fills medical and welding cylinders from the same storage tank, on the same production line. The only difference in a welding O2 cylinder, other than the CGA type cylinder valve, is if any residual contamination remains in the cylinder. The fill method makes contamination unlikely. Other than that it's exactly the same O2.

While Yuri has passed on, his home page still lives on the internet....including exterior and panel photos of N5774Q, which IIRC he named BUM (Butt Ugly Mooney) http://www.friends-partners.org/partners/samurai/

Maybe for some cars, but in my observation it's a very different system. The emergency brake typically is activated via a cable that locks the brake friction element (disk pad or brake shoe) to the disk or drum via a cable. My newer Mercedes uses an electrical latch to replace the cable. None of the emergency brake mechanisms rely on the hydraulic fluid circuit used by the driving brakes.

I have a copy of a draft that Yury sent me for review in 2001/2. The last I heard his sister had asked that copies not be distributed. I haven't heard anything had changed in that regard.

I was taught that you should not leave the brakes set on if the aircraft will remain in position for an extended period in warm weather. The hydraulic fluid trapped in the line to the wheel cylinder can expand in the heat, resulting in a very high pressure due to hydraulic expansion that can compromise the brake cylinder seal.

I’ve landed an E there a couple of times but usually have gone to BPK or FLP. Gaston’s provided a complementary shuttle from each field. 3M0 is usually well maintained but avoid landing there soon after wet weather. There was a Mooney fly in there a couple decades ago, and half of the dozen or so Mooney’s did grass while the rest used BPK.

Bob - maybe you should email the flight school asking for a copy of their insurance should they damage your plane in the future. Not that you need a copy, but just to make a point.

While oil pressure in the yellow at idle sounds normal to me, I’m a bit surprised that you’re able to read oil pressure on the fuel pressure gauge. My older E and C had different oil and fuel pressure gauges. How are the J gauges arranged?

Sounds normal to me

Camguard isn’t equivalent to the Lyc additive. Here’s some recommend reading.... http://www.beechtalk.com/forums/viewtopic.php?f=37&t=79247&p=948335&hilit=Camguard+100plus#p948335

Bad displays are replaced, not repaired. The OEM gas discharge display is no longer available. However, BK does sell an upgraded led display.

Also can’t an A&P issue an altered W&B? It doesn’t require an IA.

Since compliance due to mounting configuration is so simple, it’s unfortunate that the FAA didn’t allow for owner certification as they do with the 100 hr ignition switch AD.

Summit airport day does not require registration

Mike, how are you liking that Tesla X?

I'm not sure what was worse, departing before dawn with my luggage door open. Or starting a very cold engine in Buffalo, getting taxi clearance, and then realizing the chocks were not only in place but frozen to the nose tire. But when I was based in Portsmouth VA (KPVG) in the early 90s I was spending time at the maintenance hangar when a Cessna landed and taxied in. Pilot wanted to have his brakes checked, since they wouldn't release when he tried to taxi from his tie down as KSFQ. When we walked over, we noticed the tail tie down rope was still attached, along with a large eye-bolt and a small amount of concrete. His brakes were fine, but it apparently took a bit of power before he was able to break loose from his tie down spot.

brndiar - where are you based?

So you didn't try switching to a single mag? Too bad, since that test might have revealed if it was actually a plug, and which one (it's usually, but not always, the lower plug). However, my money is on a fouled injector.

While this isn't likely your problem, we noticed noise in our C a few years ago that somewhat matched your description. We replaced the noise reduction capacitor on the firewall and the noise went away.

Neil

A plastic bucket on the ground isn’t grounded since it isn’t conducive. Also, technically you don’t need grounding, you need bonding to the aircraft structure.

While metal is best, you can safely use plastic so long as the fuel flow rate is low and liquid isn’t allowed to free fall more than a few inches. You can use a cheap throwaway siphoned hose, and remove most of the fuel from the top of the tank before removing the drain fitting. https://www.walmart.com/ip/Siphon-Pump/528731964?wmlspartner=wlpa&selectedSellerId=0&adid=22222222227272442629&wl0=&wl1=g&wl2=t&wl3=327864416867&wl4=aud-566049426705:pla-617098812867&wl5=9011682&wl6=&wl7=&wl8=&wl9=pla&wl10=8175035&wl11=online&wl12=528731964&veh=sem&gclid=CjwKCAjw04vpBRB3EiwA0Iieajc9KH2vf3NnNIBcux1OUDLBWXMPn_VvHg0-A6dhICX5MvNugw2RzhoCM30QAvD_BwE

So if your returning to KOSU and you encounter this Cirrus, you will go somewhere else? That's an interesting but somewhat inconvenient option. Why not just either go around or leave the pattern and then rejoin, as 201er did at his Linden base?