• Content Count

  • Joined

  • Last visited

Community Reputation

20 Excellent

About skykrawler

Profile Information

  • Gender
  • Location
    SE Virginia
  • Interests
    Aviation, flight response of dimpled spheroids, sailing
  • Reg #
  • Model

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. IMHO It is sort of a moot question. The FAA has tried to regulate a level of safety in the certification and maintenance. Those that go above and beyond in maintenance can still have failures. Our job as pilots is to be able to save our passengers and survive, as best we can. Although the US AIR 427 had the rudder servo problem it was also found that pilots re-acted improperly which resulted in the ailerons being stalled and the inability to roll the aircraft to recover. More recently there are the MAX accidents, ultimately they were survivable. Understanding the human failures in accidents arms us to survive in the survivable cases. I always hesitate before I submit reply on these sorts of things.
  2. Late to the party.... When I changed mine the cuff was stuck to the large nipple of the airbox and there was a lot of corrosion on this aluminum part. Moisture comes down that duct so the double wall made sense and it was a pain to replace. There is a tendency misjudge the length with the bends and cut that host too short. I think the cuffs are just a silicon tape. I did the defroster vent hoses during last years annual the were dry rotted and spewing black fragments on top of the glare shield. The hard part was there is a single screw holding the CAT to the defroster vent with a corroded head (after 37 years). I used the original type hose here for its flexibility. 37 years after all.
  3. This particular bulletin does not list the IO-360.
  4. My 82J has three Sonalerts: Stall warning, gear warning and AP disconnect. Two of them failed - one was the gear warning that pulses, the other was the AP disconnect which is a solid tone that is pulsed by the KAP 150. Recently the stall warning has been intermittent and I suspect the Sonalert.
  5. I was there last week and it looked like I don't know if they plan to pave or not. It would be nice if the runway was 10ft wider but that's not likely. I wouldn't take off from there at max GW without a 10kt headwind. Another thing to bear in mind in these scenarios is the wind goes calm on the ground and 50 ft up you have a 5 kt wind.
  6. A late addition to this post. W75 has made changes to the departure area of the RWY 1. The tall pine trees have been removed and the two story frame house was moved. This makes the RWY 1 departure much safer. I fly in there for fuel and for the challenge. You must be on your game because the margins are smaller.
  7. I can't tell you I read all 10 pages of these comments....but one of the things that led me to select my 81 J model was the reduced noise. This airplane has the double thickness window on the door (exhaust side) and a more substantial insulation for sound deadening. I read about this incremental change in a couple of places. I rode in E and F models and other people who have as well tell me this J is a lot quieter inside. Even with ANR engine noise in the E & J is quite loud. This was also a complaint I had with DA-40....and the DA-40 vents were loud as hell. The newer Diamonds must be better.
  8. Don't know about the C/E/F models but my understanding was the J model exhaust system had tuned exhaust stacks. I was with a club that had a DA-40 with PF and it may have improved the performance. But the system was expensive and a couple items were repeat offender replacements and expensive. Cracks and what not.
  9. The models with the large engines have more weight on the nose wheel. If this was an experimental aircraft somebody would strengthen the design. For example, why doesn't Mooney add additional gussets to the truss to make it a stronger? It wouldn't eliminate the need to replace it when damaged, but it might prevent the collapse and resulting expensive damage.
  10. So I guess you are saying it did nothing during the pre-flight. And I will assume your Trim power switch on the panel is ON. With the aircraft on the ground and not you toggle each of the two switches you should be able hear a click in each direction. This sound is the contacts transferring. Verify that you hear that sound on both. If not there is a mechanical problem with switch. Here is how to verify the trim switch operation and connections. Avionics on, autopilot powered but not engaged. Toggle only the red side of trim switch each direction and check that the trim clutch engages by moving the wheel manually and feeling the resistance. If not, it could be a power problem related to the AP disconnect button. If the clutch engaged both directions proceed..... Engage autopilot. Push both trim buttons up - AP should disconnect. Engage autopilot, push both switches down, AP should disconnect. If this all works it is not a problem with the switches or connections to the AP. If it doesn't it could be a problem with the switches or the wires that routes through the wheel/column. The wires undergo a certain amount of flex where they emerge from the control tube. Attached is the TRIM PREFLIGHT CHECK. for the 150 which should be similar. trim-preflight.pdf
  11. What symptom resulted in the replacement? Electrical or mechanical? In other words what is the ongoing problem? Is it intermittent? Which autopilot?
  12. The button on the arc disengages the electric motor. It should all be in the Airplane Flying Handbook. You have to turn that crank 40 times or something. Dude, you need somebody to get checked out on that airplane.
  13. I feel compelled to chime in.... The B737-800 does not have a fly by wire control system. However, a change on the MAX was to eliminate the mechanical spoiler mixer box with a digital control unit. What this means is the roll control which uses ailerons and is augmented with the roll spoilers (for additional authority) has an electrical component. I think it is primarily a function of wheel position - not a closed loop on attitude - like fly-by-wire. The alpha vane is used primarily by the stall warning computer. The autopilot doesn't use it much. The MAX MCAS uses the vane data. The autopilot is probably a Collins autopilot. Boeing provides design specifications, Collins builds the product including writing the software for the box. It a collaboration. Jets with engines under the wing, below and forward of the CG tend to pitch up with the addition of power. Especially so with substantial addition of power. The MCAS was added to protect against accelerated stalls (in the bank) when the aircraft was being hand flown. All the Lion Air pilots had to do was engage the autopilot or use the trim cutout switches. The autopilot will not engage with the trim disabled by the cutout switches. It remains to be seen about the Ethiopian crash. It may be related to the CWS (control wheel steering) mode which sometimes confuses pilots. It has happened many times that pilots became distracted by something and crashed a perfectly good airplane - think L-1011 and the everglades.