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EricJ last won the day on June 17

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  1. The one in Chino on Father's Day was a tragic double-fatality. Sad to have two crash so close together, but glad the second one wasn't worse. Sad to hear Gryder was commenting on the first one.
  2. IMHO, it make no difference. The assumption for pretty much all airplanes this old is that they all have damage of some kind, unless they were hangar queens, which definitely degrades the value more than damage. If the repairs were done properly it should be a non-issue. "Damage history" or "missing logs" causing devaluation are pretty much just tactics used by buyers to try to negotiate the price down. Damage repaired properly (which is easy to do for a gear-up on a Mooney) or missing logs have pretty much zero impact on the utility of the aircraft.
  3. As mentioned this is really up to your employer. In the past when I've done comparable stuff (as a contractor) it was usually to meet others at a meeting, and usually whoever I was reporting through was in that meeting. I'd get a copy of their airline ticket cost and just bill that, because they were fine with that and it avoided having to figure out appropriate rates, etc., etc. This is generally way easier as a contractor, since it's just another expense that gets approved or not. With employees you're generally on your employer's insurance and accounting rules, etc., etc., so it gets trickier.
  4. Plus the probes and modern ignition harnesses have better shielding than similar systems in the past. It seems like ignition interference happens a lot less than it used to. The JPI probes systems seem to be very well engineered and shielded, so that seems to help, too.
  5. Who overhauled the magneto?
  6. There might be some intereference at those frequencies that don't affect others. Sometimes the interference is local to the airspace and sometimes it comes from something on your airplane, or even in the same radio receiver that has the problem. If those frequencies work okay elsewhere then it may just be something in that airspace. Depending on a lot of things, it could affect your airplane more than others. That's just one possibility.
  7. I still use a B-Kool in my airplane. Works great.
  8. You don't want the transponder to transmit without a load, so if it doesn't come on unless the avionics bus is on, that's one safety. You can also turn it off or pull the breaker to keep it from transmitting. Ground mode may work, but I don't trust it. Many of the more modern transmitter designs include input protection for the power amplifier, so this is not an issue for them, but unless you know that a particular device has that it's best to be careful.
  9. Sections 71-13 and 71-14 of the RevB Man 134.
  10. They're completely different cowls with different flaps, baffling and flow inside, so I'd think any comparison would be coincidental. The general principals apply, but the engineering optimizations were likely different for each.
  11. +1 that actual antenna failures are extremely rare. Sudden cable failures are also rare unless suddenly crimped or cut or stretched or such. Something got bumped or dislocated or disconnected or something. If you let them sell you a new antenna, KEEP THE OLD ONE, because it is almost certainly still good unless it is physically broken. They're easy to test, including the cable or not, with appropriate equipment.
  12. Minimum drag. Flow through the cowl is essentially an impedance matching problem where you pick the drag source, either a plugged cowl with no flow so all the air has to go around, up to air flowing through with big cowl flaps hanging down in the breeze creating a low pressure area behind them, but a high pressure area in front (i.e., drag again). Somewhere in the middle will be optimal for minimizing drag. The optimal low drag spot may also have decent flow for cooling since it'll flow more than the plugged cowl case (completely closed flaps with no ambient flow). I think normally it's kind of expected that the closed flap case would be minimum drag, but it might not be if it restricts flow more than the minimum drag case. So if the ambient flow with closed flaps isn't the minimum drag configuration, opening the flaps a little might be. I suspect it is airspeed dependent, too. I think it just means that the K cowl design isn't optimized for minimum drag with the flaps closed, so it gets little faster with them bumped open. Maybe there were cases where the engine/oil got too cold and they wanted the closed configuration to handle that rather than being the lowest drag configuration. Who knows.
  13. The SMM says they should be rigged flush when closed, but lots of people use the 1" guidance instead. Sometimes the tribal knowledge is useful.
  14. 77 M20J isn't even on the list. The 78 was a step backwards.
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