EricJ

It's in the TCDS, along with the Bracket and Air Maze. The Air Maze part number doesn't appear to be available any more.

The manufacturer can't issue an AD, only a SB or CSB or whatever. If the FAA determines there's sufficient reason, then an AD will be issued, which may still happen. This is why ADs often reference SBs.

There's wide variance in quality among automotive parts. If you get the right "automotive" part it's generally no different than the one on the airplane. In many cases the part number is the same, and @N201MKTurbo and I heard directly from an FAA rep at an IA seminar that this means it can be put on an airplane. The main caveat is that "it's the same part." If you get a cheaper version of the automotive part, you're likely to get what you pay for. Caveat emptor. Sorry your ex-A&P cheaped out on you.

But can these coatings be effectively applied by an AI bot?

Much of the airplane! Cars, tractors, trucks...without those the manufacturers wouldn't have had parts to pick from. My neighbor with the M20A was replacing one of his push-pull controls with a wooden knob and figured out it said 'Buick' or something like that on it. Was probably originally for a choke cable or something.

That's an excellent resource. That and the manandamooney YT channel vids are very good for getting an easy handle on the practicalities.

Controlling the rodent population for you!

That's a great setup, and later if you want to update the 430 an Avidyne 440 will slide into that rack, and is an excellent unit. That gives a nice option with very low installation cost. I have 2 G5s with an Avidyne 540 and love it.

It's very weather and wind dependent as well. I used to fly AZ-SoDak a lot, which meant crossing wherever it made the best sense at the time. Sometimes that was up by Rawlins or Shively, WY, sometimes that was La Veta pass or Angel Fire or wherever. Usually the safest, easiest crossings are either all the way north (Rawlins) or all the way south (Santa Fe, Las Vegas, NM), but there are a lot of good opportunities in between, too. It's hard to make a list, I think, but if you just go do it and keep lots of options and contingencies open, with even a moderately reasonable level of planning you'll probably be fine.

I don't know details, but word was that the factory capacity was being used for other contract aerospace manufacturing, which makes sense. That's still a tough business, though.

I think the main mechanism for additional cash infusion would be from selling debt/bonds, which would secure the investment with whatever could be recovered in bankruptcy, including the IP. It's probably hard to buy debt in a business that has already demonstrated an inability to leverage the IP and existing facilities, so that's probably not a winner, either. The main value in the company appears to be centered in the facilities, reflecting an ability to build some things, and the IP, reflecting the ability to sell some things into a small, captive market. Getting a return on either seems pretty sketchy, so I'm not surprised that they're having trouble. We'd probably serve ourselves best by just preparing for the time when the factory ceases to exist, as that's likely coming sooner or later. The more we get skilled at OPP, VARMA, etc., I think the better off we'll be.

Go to the Donaldson filter page at aircraftspruce.com, and in the documents section of the page (toward the bottom) there is a Brochure and Application guide that shows part numbers for various aircraft. https://www.aircraftspruce.com/catalog/eppages/donaldAirFilter.php

I'm assuming you mean AC 43.13, which is sort of the mechanic's bible when it comes to repair data. The cover page of AC 43.13 says it can be used as approved data under certain conditions: The repair data may also be used as approved data, and the AC chapter, page, and paragraph listed in block 8 of FAA form 337 when: a. the user has determined that it is appropriate to the product being repaired; b. it is directly applicable to the repair being made; and c. it is not contrary to manufacturer’s data. I don't know what the F model SMM says, but for the J model the SMM indicates that the gear legs are heat-treated and a NOTE right after that description that says: Heat-treated components should NOT be repaired; replace them. So part c excludes repairing at least J model landing gear using AC 43.13 repairs as approved data (and any other models with similar guidance in the SMM). This does not exclude using a DER to develop an approved repair. As you mention, if somebody else has developed a repair and gotten it approved, that may provide a path for another approval through a DER or other route. I don't know how well any of that plays in your regulatory environment, though. Finding a used one may be the best route.

I was just gonna say the same. I *think* you have to notify the local equivalent of a FSDO if you're going to operate there, though.

Need to look in the maintenance manual for that prop for proper guidance. Composite props need care specific to their own construction.

I've seen that before and also seen a lot of pics of those Continentals with a ventilated crankcase where the rod knocked one of the mags off the case. Years ago when my airplane was AOG at Wickenberg the guy at the shop there sent us into the next hangar to see a Baron that had landed with one engine running and the other like that. Apparently it may have been a traumatic experience as the airplane immediately went up for sale.

Pink slips! https://www.facebook.com/share/r/dLYQmv5fnpLRUkJ4/

Look for potential intermittent shorts between the field wire and its shield, or other local grounds. Finding intermittent stuff is always hard, but sometimes you'll spot a wire hair from the shield somewhere it shouldn't be, like near the field wire conductor. This usually happens near a connection, and there may be a cannon plug at the firewall where the shield and conductor are split on both sides of the connection. Just a thought.

I've not seen that before, but I agree there's no reason to change it unless there's an issue.

I suspect Moss may have been dealing with either some incidents of remote supervision or a lot of questions about remote supervision in their district, and asked to get some official guidance. That's just my speculation.

Did your area have a significant temperature change over that time? An aging AGM that is near end-of-life will sometimes just give up the ghost completely without warning, which sounds like what happened to you. This is the usual means of automotive battery death in AZ, it just quits either in the fall when it cools off or in the spring when it first gets hot.

I keep forgetting that. It always seems weird to me.

I can't address anything regarding how operating that particular engine may help or not, other than keep the cowl flaps open and watch CHTs. In general, though, cruise-climbs, or just dropping the nose and climbing at higher airspeeds helps a lot on most airplanes. Make sure your engine baffling is completely up to snuff, with no big leaks and the baffle gaskets sealing effectively against the cowl. Once I got the baffles sorted out on my airplane it's pretty easy to manage temps just with the cowl flaps and climb airspeed, but that's for a 4-cyl Lycoming.

Yeah, the IPC isn't much help on these, but they're pretty easy to get at and disassemble/reassemble with some ignition wrenches or similar. There's usually a bushing or a bearing in there, and with that much play it should be evident what is wearing once it's apart. You can clamp a couple of boards over the stab/elevator to hold it in place while the fasteners are out.

Plus you have easy reversion to an AI if needed.