Yetti

Bandwidth describes the range of frequencies over which the antenna can properly radiate or receive Which is what I was describing, yes I used to tune 5/8 wave antennas using a SWR meter. I was pretty good at it. The frequencies targeted here are Mode S/ADSB 1090 and ADSB UAT 978 are much closer together than the Antenna you are suggesting that does DME which is down in the 960Mhz up to 1215MHZ. So your suggested new antenna is not really that better. There is actually a formula to calculate the length of the Antenna and in the case of the 1/4 wave just take .25 of the calculated length. The best thing to do would be to hook up an SWR meter and tune the antenna to the lowest SWR. For us mortals everyone should strive for a good antenna install is make sure the ground plane is good. So the ground of the antenna needs to have really good contact with the aluminum skin of the airplane that forms the ground plane. For cloth planes an aluminum disc should be used. This would include removing paint before installing the antenna or cleaning corrosion after it's been on for awhile. For a time there was a dielectric compound that was used to insure a good ground plane contact with the antenna. The Motorola antenna hole saw had a lip to clean the metal around the outside of the hole.

Antennas are all about being the correct length for what frequency they are to be used to transmit or receive on. The little wire with a ball antennas are a 1/4 wave of the frequency for ADSB and Mode S 1090 and 978Mhz. 1090 and 978 are pretty close so the same quarter wave can be tuned for both frequencies. Mode S and ADSB share 1090Mhz Antennas have nothing to do with data bandwidth as the Mode S and ADSB transmit in serial protocol their data sentences. Data Bandwidth issues would be inside the transceiver unit.

Not even how antennas work. Nor is it how Transponder and ADS-B protocols work.

I'd be really tempted to sell the IA an ownership position in my plane for $10.00. Assuming they allow owners to be with their planes.

It's all FAA stuff, but the FAA has maintained that equal access for airports that accept FAA dollars. What's the penalty for non compliance with the policy? It's kind of hard to penalize someone that does not have a relationship. Not a lawyer did not stay at Holiday Inn ever. Mostly Hilton products.

Well you do have to take the prop off to replace a 1 piece crank shaft seal

Gauges are important so you don't overfill your bottle. You might notice that a big tank can over pressure a small tank. Some fittings will have a small hole drilled in the female that will reduce pressure as you take the fitting off.

seems to me that a metal stand off heat shield on the exhaust pipe should also be fashioned for that area. Trying to remember if there was not one on the F model

So would you not want to just find the proper duct material at a better price. Not sure this is it, but looks to be correct. this is 4" https://hosewarehouse.com/products/flexaust-ns-4-inch-air-and-fume-duct-hose-12ft?srsltid=AfmBOor7dt7zyncFUCJXtj0TO_3EOpPv2xEh9zguC8K7Ii0lQqJ2-jjj Comes in 12 foot lengths. Group buy? Only rated to 550 degrees. https://www.ducting.com/product/silico-550-nomex/

The older Mooney's had duct tape around all the openings on the floor/wing root to seal the outside from the inside. After 10 year duct tape kind of just goes away. Pulling the carpets and replacing with aluminum duct tape is a good solution. Not sure how the newer ones are sealed up, but have been wondering and now I have to go look.

If the repairs that were done were structurally holding, I would just leave them and cover the whole thing in leather. DAP Contact Cement is what the factory used for the interior. Should be good enough for us. Get the good stuff, not the water based.

I think your microswitch wheel holder is bent. It should be at a parallel to the inner cable.. That is letting switch stay on and probably sounding the sonalert when it is not supposed to sound.

I had the same actuator in the F model there already is at least an SB to lube and test during annual, along with the changing of the gears to 20-1. The way for the pilot to fail it is try and crank the gear back up as the cable is twisted one way. Also engaging the E actuator and then running the electric motor. Key here is to pull the breaker.

Class B foam is created with a 3% or 6% rate so let's just use 5% and say that's probably 30 gallons of foam and 2000 gallons of water. So $600 of foam. Foam should be rotated, so they were probably happy to shoot it all out and test the truck and get some new foam in the tank. We were using Class B foam the other day I shot about a gallon and half. If the plane had a dukes (there is a similar Eaton) actuator, then there is a lever to push forward and you crank the gear down. It is possible that the e gear actuator failed and he could not crank it down. All that Class A foam is an Environmental hazard, and I would guess they just washed it off the runway.

If it has been spinning for awhile the case may be oversized. I believe my grumpy IA said they sell an oversized seal.