skykrawler

I think the towel hanger is a balun antenna

Todays debt is paid off with tomorrows dollars. 8% inflation? Also, the company is less of a takeover target - that is if the company wants to retain control.

A commercial drives license (CDL) requires a medical (in Virginia, anyway). I don't understand, if you don't want the limitations of basic med - go get a class III.

https://aviation-safety.net/wikibase/316605

Shipping charges for 18 (12qt) cases of oil seems to be about $350. Do these 'quart prices' include the shipping?

The flap motor circuit runs on a 5 amp circuit breaker and voltage passes through the control switch and then to the back. I don't see any relays in the circuit diagram. The motor has an input for each direction of turn which is from the switch up front - through a limit switch - and then to the motor. When the jackscrew drives to the limit (say down), the limit switch STOPS the motor by interrupting the circuit. When you select the opposite direction (say up) the jackscrew drives away from the down limit switch which goes normally closed allowing drive in the down direction again. If the cherry switch actuator (little red nub sticking out) sticks and the switch is not released the circuit is not re-enabled. It could be dirty contacts within the switch that don't re-enable the circuit when they go normally closes. Thus, all this spraying of contact cleaner. Its a pretty simple system.

Here goes.....pilots that had a 'class' medical with special issuance can go to basic med. These pilots are no longer required to jump through the hoops required by Ohh City for the special issuance. This could be cardio, diabetes or whatever might kill you. This is likely the reason for the limitation(s). I have a friend with an Aerostar (pressurized) who is now on basic med and faces the altitude restriction.

No tape?

The "Spanish Embrarr" - flight KC1833 - the aircraft was totaled. "The aircraft’s skin was deformed from the stress of the uncommanded manoeuvres and the leading edges of the wings were wrinkled." More accurately, the manoeuvres were commanded, but for a different aircraft configuration. But, I guess it was a successful landing.

Stayin on topic.... Moona Lima (a vague reference to Mona Lisa, Lima being the phonetic for end of the tail number).

I think you would really need the nose pointed (way) down to get the airplane to Vne with TO flaps - so I have trouble believing that. 'Most are beyond original design life expectancy' - Based on what? Airframe hours? Age? What is the life expectancy? - for the whole fleet I also have trouble believing that. I do agree that its better to extend gear and flaps at speeds less than limits. It takes discipline and patience as a pilot to plan ahead so it can be accomplished. Based on the history, those C model flap mechanism were probably under-designed. I've seen early Bonanza flaps where the bracket attached to the flap cracked the stringer and pealed the flap skin away - it looked like a poor design, too.

The sensor is often out on the wing - away from other stuff.

Nothing new going on here. I flew into Essex (KCDW) a few years back. Looked at a M20J for purchase, bought fuel with the FBO. Four weeks later I got a bill from the airport for a landing fee - the tower records the operations and tail numbers. I wonder what the enforcement mechanism is? Can they put a lien on your airplane? The difference is this Vector company is skimming some percentage that doesn't end up in the airports purse.

And the J stall - full flaps, 0 bank is 56 kts.

Single pilot old men are not the only people that forget to raise the gear...... https://www.dailymail.co.uk/travel/travel_news/article-4739838/Air-India-pilots-forget-raise-landing-gear.html#:~:text=Pilots suspended after their aircraft,bring up the landing gear&text=Two Air India pilots have,to retract the landing gear. https://australianaviation.com.au/2022/03/qantas-cabin-crew-flags-pilot-forgot-to-retract-landing-gear/

When I do practice approaches I hand fly the course intercept and inbound tracking/descent. When I fly VFR local I almost always perform an instrument approach using the autopilot (KAP-150) to maintain the skill to be ahead of the autopilot and recognize that everything is happening when it should - in case it doesn't. The KAP-150 has ample authority to tolerate turbulence and still track a loc/lpv and GS. The KAP-140 doesn't seem to do as well. Some STECs don't do well at all.

I don't think there is a requirement to maintain an equipment list (with station and weight) for our airplanes.

The main difference between a pre-buy and an annual is inspectors (IA) tend to abhor assuming the liability of signing off as airworthy an airplane with problems and unsatisfied ADs. As Doc says......carpet, generally, is not an airworthiness issue. Tubular and spar corrosion certain can be. The importance of log books is is often overlooked when it comes to aircraft modifications and STCs and the weight & balance record. Properly researching that the ADs are complied with can can require many hours if 'untraceable.'

Voltage goes through the gauge then on to the transducer. The second terminal on the transducer is connected to ground. Verify the connections at the transducer tight and that the wire going to ground has a good ground. You can test the gauge (without the engine running) by grounding the the input of the transducer which should then display full scale pressure. This is where I would start.

Take note....that is a C model without the lower gear doors so its okay with that longer grass.

The 737NG has an approach mode - single channel autopilot - which will pretty much drive it onto the runway. Autoland is an option because the 737 is a two autopilot airplane each with its own ADIRU. Auto land requires a third inertial reference unit which is provided by the standby attitude indicator (ESIS). There are other engineering challenges like power bus isolation between the two autopilots. Then there is the rollout option which tracks the loc/centerline on the ground using the rudder servos. There's a couple things that have to be set and the system monitored to ensure multichannel is engaged.

I think it naïve to believe that if you have assets the insurance we are buying for our M20's will protect them if you end up crashing into a building and killing people. The families will own you, your A&P, your IA and probably some of the manufacturers of accessories on you airplane.

I just saw an Arrow in annual that had no safety wire on the oil filter and the right wheel was actually loose (the nut/collar had not been tightened correctly). Luckily, the owner only flew the airplane 14 hrs the past year.

I think the latest products from Garmin and Avidyne are much closer to an FMS. I find the touch panel difficult in turbulence (even in heavier twins). An FMS also has: Tight integration with the autopilot and autothrottle Aircraft specific performance database - airframe drag and engine performance/fuel consumption. Take-off and landing performance data for helping pilots make those decisions Winds aloft input for enroute cruise and descent calculations. Required time-of-arrival - when you need to depart. Holds at arbitrary locations and more....

I don't understand all this grab an instructor to practice landing on short/narrow runways. All that means is he will be sitting in the airplane when you run off the end or side. All that practice can be done on a longer runway with honest evaluation of your performance using runway markings and distance remaining. Go practice some slow flight. The difference for long bodies is inertia after landing.