skykrawler

It's good to understand what the certifications actually are. The vacuum system is not part of the certification. In the simplest terms... Altimeter certification is basically verifying your altimeter is accurate and within tolerance throughout the appropriate range. A side affect is checking that the static system is not leaking. Transponder certification verifies the pressure altitude encoder is working and correct, the signal transmitted is correct, and it receives and responds to interrogations.

Has anyone tried wiring a GDL-39 rs-232 to a GTN-750 and setting the input as GDL-88? The GDL-39 outputs the GDL-90 format which I think is the same the GDL-88 in the GTX-345 outputs.

Aspen avionics displays have a similar restriction. The documentation says it can't be installed 'used' in another aircraft without being returned to the factory.

For sale is an GDL69a removed from my airplane when the Flight Stream was installed. Included is the antenna, tray and back shell. The GA-55 antenna new is $375. A new connector will be required. These units interface to Garmin units as old as GNS-430 and MX20 for control. $1200. Shipping paid by purchaser.

Seems like 22L is used as the main runway and 22R is being used as a taxiway (like the closed runway taxiway H) or maybe only take-offs. There should be holding lines or WIGWAG lights on 4L/22R at that crossing - like they have for 13R crossing 22L and 22R. Do they even have runway signs at that intersection? I can see it being very easy to miss. It requires the discipline to follow the taxi route on a chart and verify progress. I think the controller confused them when a switched from referring to 22R to 4L - the initial clearance was to hold short of 22R.

Maybe not. OP says it clears up by 2500. Does with or without boost pump. ........ Check all the nuts on the spider are tight. Maybe not. Probably would have blue fuel stains for leaks at the spider. The spiders are very simple - piston with a spring that meters fuel at very low pressures (idle) and also closes off at mixture cutoff to prevent sucking fuel at shutdown. ..... Spark plugs / ignition.. Maybe. Mag check both mags through that 2200 rpm range up to full power. Also in air mag check on a full power climb. How many hours on those mags? What are the plug gaps?

Looks to me like a hard landing (for whatever reason) that broke the right gear and perhaps the spar. After the right wing departed the lift of the still flying left wing rolled the airplane. The tube was intact because they didn't hit anything other than the ground. Watch the Asiana 777 crash at KSFO to see a miracle. The wings stayed on and the fuselage intact.

At the IA refresher the guy from Continental said that optimal CHT temperature range is 360-380. The fuel pressures on that engine are supposed to be checked every annual (best case). You didn't really say what temperatures you were seeing, when during the flight, or what power settings were at the time.

One should indicate how many hours are on this 2008 gyro.

Something else seems to have changed. On airplanes with two mags I have seen the connection for the Garmin EIS connected right at the magneto screw with the P-lead. The dual mags have a knurled nut that connects the P-lead directly to the capacitor. So the EIS must be connected to the mag switch or some other thing (read bigmo above). So what he says makes sense. I think these systems just sense the induction from the capacitor since there is no real voltage involved when the mag is not grounded by the switch.

A go-around is not a take-off. If it was a landing then the airplane was likely configured with full flaps. A go-around is prior to touch down. A go around, baulked or rejected landing sequence should be full power, flaps to take-off, positive rate - trim, gear up. Clear of obstacles, raise flaps. If you practice gear up before flaps you leave open the very distinct possibility of sinking back to the runway, particularly in the worst case of accidently raising the flaps all the way. Choosing to raise the gear later and concentrating on the aircraft flight path is never a bad idea. Go ask your flight instructor. This is the M20J poh.....

Respectfully disagree with that order. The flaps should be changed BEFORE the gear is raised.

The are a number of OTS actuators that would probably work. The trick is having the manual extension ability if the power to the motor or the motor fails.

Those would be internal lock washers. As apposed to external lock washers. internal external Teeth washer

This is my understanding of running too rich: it washes the oil off the cylinder walls and fouls the plugs. (and it wastes fuel and pollutes the air more) I lazily copied this off the web: Key points about fuel wash: How it happens: When a combustion mixture is too rich, unburned fuel can pass the piston rings and into the crankcase, mixing with the engine oil, effectively diluting it and reducing its lubricating properties. Negative effects: Cylinder wall wear: Without a proper oil film, the piston rings can start to wear down the cylinder walls due to increased friction. Reduced engine performance: The diluted oil can lead to decreased lubrication, impacting engine efficiency and power. Increased oil consumption: The diluted oil can be more easily burned in the combustion chamber, leading to higher oil consumption

My airplane had the original rod ends on the throttle and mixture cable until experienced the throttle not reducing the RPM to below about 1000rpm. Replaced both with the alternate spherical joint (Heim joint). So its a thing. Not sure the airplane will actually land with 1500 RPM.

There is not a lot cadmium plated stuff in the fuel system of a Mooney or even a Cessna that I can think of. The drains are brass alloy. Hard lines are aluminum. Hoses are hoses. Not sure I get it.

Beef jerky and granola to go with a bottle of water.

From NASA Callback Part 91 – Mechanically Speaking This FBO repair facility Aviation Maintenance Technician reported a serious safety issue. The investigation and level of concern clearly indicate superior professional dedication to the safety of flight and aviation itself. ■ Increased frequency of maintenance [is] required on carburetors and fuel injector systems due to suspected cadmium particulate matter being found in float bowls, fuel injector nozzles, fuel screens, and fuel jets. This impacts fuel flow and metering, impacting engine performance due to restriction of fuel flow. This phenomenon was observed on aircraft during unscheduled maintenance due to complaints of loss of power and also during routine scheduled maintenance. Particulate accumulation [was] also found in check valves, auxiliary fuel pumps and mechanical engine pumps. Clumps and screen obstruction [were] observed. This has been observed over the past four months, since aircraft started using Unleaded 94 Octane (UL94). The exact source of the cadmium is not definitively determined at this time. We suspect the cadmium is held in suspension in the fuel, and in addition to accumulating and clogging the fuel system, some particles are entering the combustion chamber with unknown impacts on cylinders, valves, and exhaust systems. A simple experiment was conducted. Aviation cadmium bolts were placed in [100 Octane Low Lead] 100LL and UL94 for a few hours. The bolts in 100LL remained intact with no change. The bolts in UL94 showed flaking with particles suspended in the fuel, sparkling. Cleaning of all fuel parts in the fuel systems clears the problem, but it reappears. We are concerned since we have limited experience with UL94 and have not seen anything like this in our careers, which total over 50 years together as A&P and IA [Inspection Authority Mechanics].

A secondary feature is called the control column which can also be used to control speed.

So he didn't 'keep us posted.'

Tree - vs - airplane - tree wins.

https://www.aircraftspruce.com/catalog/avpages/microkit_landinggear.php But I think this sort of thing is a crutch.

Damn lucky to hit the fire hydrant. Was heading straight for the tree.

I think the following reasons: Expense, added complexity, and weight. Governors are different. Restarting a engine with a feathered prop is challenging without an unfeathering accumulator.