EricJ

Yes, it was still amusing, though, and a bit emblematic, I thought.

You get much of the compression effort back in the expansion during the power stroke, though, so it's not a total loss.

Ouch. Whatever happens, after this find a different shop. Sorry you have to go through this. My fave: Discrepancy: Oil dipstick tube is loose and the gasket is missing pieces. Corrective Action: Remove the dipstick, replace the gasket and reinstall the dipstick. 0.65 $1,355.00 $880.75

Also, check Lycoming SB 1438A and make sure your engine/governor doesn't need the additional plate (and two gaskets) in order to prevent leaking if it isn't already there.

+1, in the first pic the nut attaching the governor to the accessory case closest to the camera is loose and has no washer. Unfortunately the govenor needs to be removed to put a washer there and replace the other washers, which appear to be one-time-use star washers.

I hadn't seen the vid before, but just watched it and I agree. Nice landing, though! It didn't turn at all.

My understanding has been that the foam is to reduce friction and the likelihood of fire, not decrease the runway required. Stopping in the foam seems optimal.

Do you think if you flew it at 91 kts and then at 90 that anyone would notice?

+1 that it is likely to run just fine with broken rings. Also +1 that oil consumption will likely be up and the amount of crap getting out the vent onto the belly will likely increase.

Yes, there's a little loss in the splitter/diplexer to both the GS and VOR receiver, which can be avoided with a separate GS antenna. As you mention, careful placement of the GS antenna might make it better than the VOR antenna...on a Mooney, maybe. It's all tradeoffs, but it's good that there are options. If the GS is in good working order it will likely not make much difference which approach is taken since those systems generally have a lot of design/link margin. A splitter/diplexer will cause a little bit of range reduction to a VOR receiver, though.

I think that's part of why this one appears to be reasonably impressive. Not only does it look like they landed with the prop stopped, they also managed to stop on the foam. Usually the foamed area isn't all that long, so I thought it looked nicely done.

As I said before, I wasn't addressing a specific case, just your blanket statements, which were incorrect.

I suspect the Garmin and Jepp plates start from the FAA plates as well, so I was just saying that outfits like iFly, Avare, et al, start with the FAA plates and just adjust them for whatever their own needs are (graphic compatibility, etc.). If there was a Joe's Basement Charting Service that's what they could do, too, which is not unusual in business, so I thought it was an appropriate comparison.

FWIW, May isn't actually very hot here by our standards.

For a moment I was admiring your carpeted fuel tank.

I did read your response, but perhaps you missed in those documents where parts other than TSO and PMA can be used. Yes, and neither TSO nor PMA. Not sure what you're talking about here. I was only addressing your blanket statement that "To go on a certified aircraft it’s needs a TSO and PMA. You cannot put “experimental “ parts on a certified aircraft. "

Again, find something that says it is always required. It isn't, or all of our airplanes would be permanently grounded. You need to actually read the ACs I listed, not just a cursory glance. Does your airplane have a sonalert? A canon plug somewhere? Electrical wiring? Standard nuts and bolts? Interior trim? None of those things typically have TSOs or PMAs. Pilots can attend IA seminars, often with Wings credit, and those usually include a lot of presentations from FAA representatives as well as manufacturer's representatives. Often there are sessions covering part stubstitutions, etc., etc. Also, look into the VARMA program. Some of the FAA presentations for that include examples using parts from auto parts stores or other non-TSO and non-PMA sources. The purpose of the VARMA program is to provide the owner with documentation that the parts are approved so that a misguided IA or A&P doesn't try to make them remove them later.

Most other EFBs also provide charts and plates and don't use Garmin or Jeppesen to get them, and they provide them for free. I think many (if not all) do some of their own processing to them to make them compatible with how they handle graphics and presentation, so users of those EFBs are actually trusting "Joe's Basement Charting Service". I used Avare for many years, which is a free EFB with free charts and plates. Now I use iFly, which does require a nominal paid subscription but provides charts and plates (non-Garmin or Jepp) with that subscription. There are other free or very low-cost EFBs that do the same. I've been trying to figure out for a long time what value Garmin or Jepp adds to basic charts or plates that the free services don't. This dynamic stuff is new, and I suspect the other EFBs, even the free ones, may follow before too long.

First, it's much more straightfoward to ask for a specific regulation or regulations requiring all parts to be PMA or TSO. See if you can find that. Otherwise, just to name a few, AC 23-27 for part subsitution for vintage aircraft, AC 20-62 for replacement parts, OPP, AC 43-18. There are numerous FAA opinion letters covering things like standard parts (none of which are TSO or PMA, the easiest example being electronic parts, even connectors, wiring, etc.)(Kaplan), including the Byrne letter on Owner Produced Parts, the Coleal letter on what is Preventive Maintenance (since the installer determines whether a part is appropriate or not). NORSEE didn't exist until 2016. My airplane has two sonalerts and was built in 1977. Again, find something that indicates these must be PMA or TSO, especially for lighting, especially for something like a landing light. The requirements for landing lights are that they "provide illumination and are safe for operation". Seriously, that's it. Also see the interpretations for standard parts for things like bulbs, nuts and bolts, connectors, etc. There are many parts where a TSO or PMA are appropriate, but there are many, many parts outside of those requirements. According to the FAA presenters at our local IA seminar you can buy parts at your local auto parts dealer, as long as it is the same part that is on the aircraft (and automotive suppliers are where a lot of airplane parts come from).

Both of those statements are incorrect. A simple counterexample from a safety system is a sonalert, which exists in many, many certificated aircraft. They are neither TSO nor PMA. Further examples are numerous. There are FAA ACs and legal opinion letters that help clarify guidance in this area, especially for older aircraft with restricted availability to replacement parts. The FAA VARMA program exists essentially to help document the installation of otherwise potentially non-approved parts on certificated aircraft. Owner Produced Parts are also legal if done properly.

Looks like it. Since it was an anticipated gear-up due to a mechanical failure it looks like they stopped the prop and managed to actually stop on the foam as well. Can't tell what the flap or cowl flap positions were, but looks like they managed it for minimal damage.

Thanks for posting that to make us aware of the seriousness of the matter. Please repost any more that you get like that so that we can keep track of...this serious situation.

That's not always a safe assumption. A friend that had to manage an impossible turn in a C150 was due to the fuel truck being contaminated with water. The student didn't see any water bubbles in the preflight sample because the entire sample was water. It happens with stationary pump tanks as well. Fortunately it seems to be rare these days, but it can still happen.

The GNS430, etc., may list a TSO for the antenna requirements, in which case any antenna meeting the TSO will be compliant. Otherwise check with your IA, as it wouldn't be unusual to just find a suitable GS antenna and plug it in. For the most part the receiver won't know the difference.

Lycoming has a good guide, Service Instruction 1324D, that is very useful for this task. I think it'd be hard to break one in two, but it's definitely possible to goober up the edges if you're not careful.