skykrawler

There seems to be some robustness there. It's reporting a fault, telling you what to do, and continuing to perform the primary function of attitude, altitude and airspeed.

"On December 10, 2025, the NTSB added the event on their database as a class 4 investigation and assigned the "defining event" as "fuel starvation." " "An NTSB Class 4 investigation is a focused, often remote, review to determine the cause of an accident, common in general aviation (like agricultural aviation), led by an Investigator-in-Charge (IIC) who gathers facts for a final report, but typically doesn't involve extensive on-site teams or lengthy public hearings like major air carrier crashes"

Check the downloads section - pilot operation handbooks.

https://www.ms-motorservice.com/sg/en/technipedia/sealing-problems-and-piston-ring-damage-665

Mooney Pros, Inc bills their clients $800/day, $500 for ½ day or any portion of based on an 8 hr day for time including travel spent in the client’s benevolence, plus any expenses incurred for this training, including but not limited to travel expenses, meals, motel. These expenses will be submitted to the client for approval prior to instructor reimbursement. Airfare costs will be submitted at time of booking for reimbursement to minimize any instructor out of pocket expense and the client may elect to make any travel, hotel arrangements for their instructor themselves in agreement with the instructor.

The implication is you are below the glideslope intercept altitude and descending at the glideslope intercept point on the approach course. You really want the system to be in approach mode on the inbound course several miles before the FAF. If the glideslope indicator is alive and above, do alt hold or reduce your descent rate. If approach mode is active, as the GS pointer comes down zero deflection the system should transition to GS capture. Many approaches have a level segment before the FAF which is also the GS intercept point. Those that don't require more planning. Here is an example: https://aeronav.faa.gov/d-tpp/2512/00957R2.PDF Descending from NUTTY you probably want the gear down rather than waiting for the PFAF/FAF - because you'll have a speed control problem. The LPV will give you vertical guidance somewhere past NUTTY that will put you on the glidepath before BCOAT. Two choices, hold altitude at NUTTY to intercept GS, or dive and drive to 1700 for intercept at BCOAT.

Recorded statements of pilots that walked away from their crashed airplanes are always believable.

Many of your 'rocker switches' are actually circuit breakers.

It's too bad there isn't an STC option to install the Electro air system with the crankshaft pulse wheel on a D3000 mag installation. I can see keeping one half the D3000 grounded and stowing the extra wires or replacing them with rubber plugs.

I know where my priorities are.

Warm air holds more moisture than cold air. Cell service operated switches are great. An alternative for a night before effort is a inexpensive 24 hour timer like for Christmas lights set for a couple of hours before engine start time.

You need a redundant mechanic.

G5 installations require the retention of the standard altimeter. Mine just failed the IFR cert (case leakage) and I chose to buy an overhauled United for $700 rather than have the Kollsman (probably original) overhauled. The choice included not waiting for the round trip shipping plus overhaul time. https://flyaqi.com/home.htm

My memory tells me the plug is drilled from the bottom to about half way up the 'flats' then drilled from the side of one flat to intersect. Something like 1/32 inch hole.

I saw some stuff like this in an airplane just other day on a lower splice. It didn't appear active and and had previously been 'cleaned up', but the whole thickness of the splice was gone. =(

New engine? I guess those are Teflon hoses (replace on condition), otherwise they look kind of oldish. Sources of oil from 'up above' include the rocker box gaskets, rocker box drain B nut connections, intake manifold gaskets, push-rod tube seals, and even exhaust flanges. Engines that 'pool oil' in the cylinder at shutdown can leak it at the intake and exhaust stack connections. One mode of this is oil coming down the valve stems. The #2 intake runner is most susceptible to chewing it's gasket due to it's length. If it doesn't leak out the flange it will likely end up in the induction chamber where the four intake runner connect. The next time you flood the engine some oil will wash out the sniffle valve. But....what you're seeing is a relatively small amount of oil compared to a quart. IMHO.

A simple tank vent test could be to use a large syringe with a vinyl tube connected to the vent. Remove the fuel cap and listen at the opening. Rapidly compress the syringe - should should hear the air at the tank opening with little resistance on the syringe compression stroke.

I think the outside diameter of those screens are too small at 1.75 in. I believe these are the same Lasar has as well - for Dukes. The Shaw is closer to 2.5in maybe 3. I'm considering having some custom cut from a source on Amazon.

Gats jars have 200 micron screens. Gascollator seem to typically be 74 micron or 120 micron. I can't find a replacement for my gascollator screen (Shaw, bought by Parker).

"All four fuel injection nozzles were removed and oil was present in the No. 2 and No. 4 nozzles (oil likely from the orientation of the engine after the accident). The oil was blown out and no contamination was observed in any of the fuel injection nozzles. " I suppose if a fuel injector was blown out with air any loose contamination would be gone. Nice work.

Take the opportunity to strip and repaint everything you have removed before reassembly. Including the inside of the tube the pucks stack on - that is a point of corrosion

One case I have personally seen is after an engine installation the angle of the throttle lever on the fuel injector was not set correctly. This resulted in the throttle cable position being further out for a given manifold pressure. This was on a K model, but I suppose it can happen on a Lycoming installation in a J.

HTG. So you must of missed the point that it was the hose feeding fluid from the reservoir - which is gravity fed. Also, in my case the 'gland' o ring which is against the rod is also on the low pressure reservoir feed end of business. In the process I discovered the stat-o-seal was missing in one of the masters. There were tool marks on the retaining collar so I assume it wasn't like that from the factory. I also replaced the o rings in the calipers which allowed a proper flush of all old fluid in the system. Also a good time to paint them.

If the shop ran the battery down a bit the system will have to charge. What was the bus voltage before starting the engine. The Garmin 275 pilots guide is not informative as to the meaning of the battery amp indication. If the alternator is working correctly there should be no current pulled from the battery except during load transients. If the alternator is not working the battery will be providing the current - but the bus voltage would go down fairly rapidly. You can pull the alternator field breaker and watch the battery amp indicator to see what happens. If the battery amp go higher it tells you something.

Marginally more performance than a K. Porsche didn't want the liability and was paying people to sell them back then engine.