skykrawler

My '82 has an air actuated switch mounted on the leading edge of the wing for a Hobbs meter. At least that is what the parts manual says (section 39-10-00), there is no Hobbs on the airplane. It seems like a much simpler and less expensive way to get the job done. Aside from accuracy the difference would seem to be the current carrying capacity. And really, the switch is just about preventing inadvertent retraction. It's curious the design choice was to use an expensive device suitable for use as an industrial control system input that has to be plumbed in. With the master on I would never raise the gear handle on the ground unless on jack

The FAA doesn't want the STCs abandoned because if a situation requiring an AD comes up airplanes are stranded. The STC holder has the responsibility for the engineering. Don't think the FAA assumes liability for abandoned STCs. At that point perhaps a field approval might be attempted.

Notice the cowl openings in the picture..... Sitting on the ground the airplane is sort of in a climb attitude thus opening is normal to the airflow for better cooling in climb. Transitioning to cruise there is a less effective opening because the angle of the opening is more down. So adjustable cowl is not needed. This is the modern cowl design also used by Cirrus, Diamond and others. Also notice the how deep the 'tube' is in the opening. This keeps the airflow smooth as it goes into the cowl (as the air slows down) resulting in better pressure recovery and more mass flow. As for the side duct..don't know but maybe a cooling duct for fuel pump or magnetos. NACA ducts are not about scooping but smooth airflow and pressure recovery for intakes.

Unfortunately the only time to get a good inspection on a wheel is when it is dissembled to change a tire or tube. When I was in a flying club the tires were changed frequently. I put new tires on almost 3 years ago. EricJ, was it a corrosion induced failure? I don't know what wheels the early C models had but the older Cessnas had those three piece McCauley wheels with dis-similar metals.

In relation to violating operating limitations the fine point seems to be whether a 'weak' battery can be considered operable. From a practical standpoint it might be the time to arrive and land somewhere after an alternator failure. I measured the loads on my airplane with all the usual equipment it was 38 amps. Then you start adding for transmitting, gear operation, flap operation, boost pump (no backup flap extension). It doesn't take long to run a good battery down if you don't shed the loads quickly, even then. From an M20R manual..... ENGINE START ~~~~~~ ~ CAUTION ~ When either battery voltage is low, inspection should be conducted to determine condition of battery and/or reason for battery being low. Replacement or servicing of batteries is essential and charging for at least one hour should be done before engine is started. Batteries must be serviceable and IT IS RECOMMENDED THAT BATTERIES BE FULLY CHARGED TO OPERATE AIRCRAFT. Electrical components may also be damaged if aircraft is operated when batteries are low. -——- | NOTE | When starting engine using the approved external power source, no special starting procedure is necessary. Use normal starting procedures below. DO NOT START ENGINE IF BOTH BATTERIES ARE INCAPABLE OF STARTING ENGINE. Recharge dead batteries for at least one hour (at 3 - 4 amps) before starting engine. Only No. 1 battery (left side of tailcone) is connected to the Auxiliary Power plug.

I must have. Plenty have landed gear up with the horn wailing. You might find a few - Colgan Air for example. There have been some wind-shear accidents. But you will find a lot more in general aviation.

What voltage is the alternator producing when the engine is running? This can directly affect the charge level achieved when shut down after a flight. The regulator in my airplane was set to under 13 volts and I adjusted it to 13.7 (i think, its been 3 years). When I put the battery minder on after flying it switches to float mode within a couple of minutes. I have a Concorde RG series which is a valve regulated lead acid. The Concorde owners manual says the recommended voltage regulator setting for 0..15 deg C is 14.25 to 14.5 volts. I think this is a pervasive problem with airplanes. Over the years I have seen many airplanes with marginal charging that leave battery undercharged. The battery charge state should be measured with a voltmeter and the master off. Its worth the effort to know what you are getting. So lets hear it, what does the voltage indicator report with the engine running....

Somebody said it..... the leading edge of turn table needs to be over the axle. And maybe tilted away so when the wheel rolls in it is slightly over center until what ever will retain the wheel in place. The bar will need enough lever arm to make lifting the nose doable.

If you want to use ground speed you are missing the point. Our airspeed indicators already show stall speed with flaps and gear retracted - for max GW level flight - which is the bottom of the green arc. The proposed mark just tells you to pay more attention when clean and below airspeed where maneuvering brings you closer to the stall AOA. Modern airliners show maneuvering margins on the speed tape relative to the deployed flaps and current gross weight.

Nothing in the Kerrville News.

When solo, My airplane will rotate with less force with the trim indicator up by the width of the bar. But once it hits 85kts it needs down trim. So I now I just leave it set to the take-off position and apply more force to rotate and only need to trim when I raise the flaps.

http://www.precisionairmotive.com/Publications/15-338e.pdf

Uh....I think once the gear and flaps are retracted you are in the climb configuration. My obstacle clearance takeoff experience is when I rotate I have to focus carefully to keep the airspeed from going above Vx at a very high pitch attitude. No messing with the gear then. After clearance height is achieved nose down gear up. I believe that at Vx speed the gear drag is less important than getting the thrust vector pointed up.

Late to the topic. I've been using a Velcro strap on my leg (and back of iPad pro 10.5) to keep it from falling on the floor when need both hands. Decided I wanted a mount and was cruising the space. Then I remembered I had Garmin 196 mount. I removed the 4 screws retaining the receptacle for the 196 which leaves a 3x4 inch flat area to which I added Velcro. The iPad sticks to that and may be re-positioned up or down without loosening the mount. Seems like it will work fine.

My '82 s/n 24-1130 has a McCauley.

I am with the flaps should stay down side. Decreased aero braking requires more use of the brakes. If you are ham-footed you can still lock up your brakes after raising the flaps.

The gear airspeed safety switch (mounted on the back of the airspeed indicator) spec is 60 +/-5 knots.

Never call a FSDO. Rarely does anything good result IMHO.

This can be purchased new with a warranty for that price.

EGT probes generate a very small voltage (0...55mv, linearly) when they are heated. This can actually be measured with digital volt meter. Carefully heat the probe with a propane torch and monitor the voltage across the leads (disconnected). The B&D instrument could be tested with a power supply that can produce millivolts. Start at zero and slowly increase. I repaired my B&G OAT side by diagnosing and replacing a bad diode. But the OAT sensor is different than the EGT. The EGT probe may drive the needle movement directly.

Has anyone replaced their J or later model seat coverings with factory replacements? The lower cushion is molded, not built up, and I like the way it is clipped on to the seat frame. Bottom can be removed in 2 minutes.

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.

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.

This particular bulletin does not list the IO-360.

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.