Andy95W

Those crimp connectors lead a hard life in a hot, difficult environment. They don’t last forever. Connector failure is far more common than alternator failure.

Exactly. We had an engine guy that did beautiful work, did everything IAW the Lycoming overhaul manual to include stripping and paint work. Farmed out all the machine work to DivCo. “Overhauled” cylinders himself with all new parts. But when it came to the logbook entry, everything was an IRAN for insurance purposes. I guess the insurance companies didn’t want to be on the hook for the next 2,000 hours because our shop did an engine overhaul.

The word “overhaul” in the logbook entry. The shop where I worked 25 years ago had liability insurance that covered what we did. The agent was blunt and told the owner, “if you say the word ‘overhaul’ I have to raise your rates”.

@Jim Peace

Please remove your copilot seat, put it there, and take a picture.

The valve stem is perfect for the pre-1965 wheels like our ‘64s have. No part of it even comes close to the 3-screw dustcover on the wheel. If I had a picture I’d post it, if I get out to the hangar tomorrow I will. I believe Richard @Skates97 recommended them to me.

Jim- @Jim Peace- I wholeheartedly recommend the tubes below. Made from the same rubber as the Airstop tubes, but with the angled stem for the old wheel style like ours. Good quality, and I only put air in twice a year. Once at annual, and one at the first cold snap in November. https://www.aircraftspruce.com/catalog/lgpages/aero_06-03303.php

And every example is better than my poor attempts at Haiku!

It’s a Haiku, Mark, not landing instruction. And considering how quickly he made it, it’s pretty good!

The last US Air flight was in October 2008. After that they were all “Cactus” because the old America West bought them. So this was quite a while ago. I wonder if the NTSB is done with their investigation of this incident yet?

Depends on airspeed. More airspeed = more rudder authority. One of the reasons partial flaps helps. If you can keep your speed up sufficiently and fly it on to the runway, you’ll hit the wingtip before you run out of rudder. Misjudge and you’ll balloon viciously. Realistically, though, I agree with Rich. About 35 knots.

Hi, @Yetti. If you go to the top of the page, just to the right of your avatar with your name and a triangle, touch on your name. One of the options is your attachments, you can go there and they’ll be listed chronologically. Then you have to delete them one by one. It’s a pain, but at least you can keep the helpful photos and delete the unnecessary ones.

Hi, Cliffy. I’d try Vantage Plane Plastics. Their catalog may not show the exact item, but I’d still give them a call. The last time I bought from them the lady on the phone knew the exact part number off the top of her head, even though it wasn’t in the catalog. Also reasonably priced. Hope she’s still there. https://vantageassoc.com/airplane/mooney/m20.html

Good luck, Rich. Hope you’re feeling better soon.

Because he’s holding his beer in his left hand.

I can maybe answer part of that (and for the record, I never “sided” with George Braly). I really wanted G100UL to succeed. I was hopeful that a viable, unleaded alternative existed and that it truly was a drop in replacement. I was looking forward to longer oil change intervals and not having to clean spark plugs as much. And it looked like the price was going to be reasonable. The only information we had to go on was GAMI’s test data and the AOPA Baron experiment, both of which looked promising- until now. I wouldn’t mind a bit of paint staining. But I won’t sign up to reseal my tanks or want to listen to Braly’s tap dance saying that a wet-wing fuel tank is somehow inadequate just because his fuel eats the sealant.

Yes, an ADI failure on takeoff is possible. You’d get a warning light, reduce throttle if possible, and land. What if you have a fuel injector partially clog on takeoff? What if your pressure controller fails and your relief valve fails? What if your fuel injection unit fails at a lean mixture? What if you break a crankshaft or a connecting rod? No matter which, you’re still gonna wish you were back in an A10.

I installed one in my M20C. Wired per the installation diagram for the Shower-of-Sparks. It works great. The justification for an M20B or C is more straightforward, because originally those airplanes were equipped with a switch of similar architecture and function. I simply noted that I reverted the aircraft back to a previous configuration applicable to earlier serial numbers. For the airworthiness of the specific part, I referred to the PMA for other aircraft types. I wrote it all up on a 337, noting the changes to the aircraft Owner’s Manual, and my FSDO agreed that as written it was indeed a minor alteration. You will lose the ability to hand-prop your airplane, and you will need an IA who is agreeable to this as a minor alteration.

@Tafara Gadze- https://flightenhancements.com/auto-lean.html

Giving credit where it’s due- the Flight Attendants did their jobs in a difficult situation and did them well. And their jobs are exactly that, getting the passengers’ asses off an upside-down burning airplane without loss of life, not schlepping drinks or stowing customers’ bags. And certainly not taking lip or eye-rolling from passengers when they have to be reminded to fasten their seat belts.

Please provide your references that prove this is correct. Then, if you’d like the challenge, what about those of us that don’t have a POH, but a simple old-fashioned Owners Manual? Such as for your C140 or my M20C? It’s true that different FSDOs interpret these things differently, and mine (Great Lakes FSDO) is more liberal than most. But there are also a lot of opinions that have been passed down over the years as facts that aren’t true. Here’s an example: 30 years ago when I first started working as an A&P apprentice, the Conventional Wisdom was that changing the instrument panel was a Major Alteration. LASAR even sent sample 337s with their instrument panel retrofit kits. Over time, those ideas changed and today shops change instrument panels as minor alterations without a second thought.

Except that it doesn’t meet the FAA’s definition of a Major Alteration (see below). At IA renewal seminars from my FSDO, they would say this would be a minor alteration, therefore approved by an IA, but annotated on a 337. That 337- including verbiage that modifies the POH- then becomes a permanent part of the airplane’s records. ——————————————————- Definitions provided in 14 CFR Part 1.1 state, “Major alteration means an alteration not listed in the aircraft, aircraft engine, or propeller specifications— (1) That might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or (2) That is not done according to accepted practices or cannot be done by elementary operations.” And “minor alteration means an alteration other than a major alteration.” —————————————————-

I’m not buying that. If that were true, they would have put them on the 201 when they started production on the 231. They didn’t. The 231 needed them for perceived greater stability at high altitudes. The 201 didn’t get them until a few years later (I’m betting because everyone thought they looked “cool”.)

Aeroquip 303 with 491 fittings. Installation mandrels are also available (I have most sizes.) After assembly, you should have it pressure tested to be legal. https://www.aircraftspruce.com/catalog/appages/aq303.php