GeeBee

They never let you forget.

Plane calls 10' increments out of 50' for you. The cadence is your clue of sink rate.

He let it get slow, developed a excessive sink rate and did not have the mash to save it. Speed is life.

Ah come on, the 767 is the easiest landing airplane ever built. Get it 10' idle the power. Plane does the rest.

The pitot heat on a Fiki airplane is different. I would talk to CAV and get the scoop as when they install the system it is a different pitot tube.

As long as they will sign it off on the compressions you got, I would fly it until you can't. Are the compressions in compliance with the Continental SB? If there is no metal in the oil there is no worry on the cam and cams do not fail catastrophically. A quart every 3 hours is not great, but it is not terrible.

Basically a Part 25 jet windscreen has to withstand a 4 pound bird impact at cruise speed and any size bird below 250 knots. When you exceed those parameters, all bets are off. Your Mooney windshield really has no standards for bird impact protection.

"The RF-RC reconnaissance fighter was cruising at 550 mph about 1,000 feet above the southern Idaho desert west of Boise when a 'bird strike' blasted a hole in the canopy, crumpling it and striking the shoulder of Capt. Gregory Engelbreit, the pilot, said National Guard Col. Robert Corbell in Boise." Obviously the military has training requirements for low altitude high speed flight, but bird strike is one of the reasons why there is a 250 knot limit below 10,000 for civilians as it aligns the bird impact design requirements for jet windshields with the realities of low altitude high mass bird strikes. A while back Houston Center experimented with allowing high speed climb outs. Considering the area, I thought it was a bad idea to allow airliners to exceed 250 below 10,000. Some places it works but not near a marsh area.

It was an IOE, and the Check Captain landed it the second time. It was part of the LCA job I hated most because realistically, when you let the new guy land, the last 50' you're just along for the ride until it goes wrong, then you got to fix it. Really hard to smash a Boeing wide body, they are usually puddy cats.

Don't put the bait in the hangar! Your hangar should be a "food desert" they don't want any part of crossing into. Bait is food. Place the bait outside in run in cubes and not close to the hangar. Make sure no one, and I mean no one has any food in or near the hangar building. No food, no mice.

God help me if I ever track my expenses. The airplane would be up for sale the next day.

The other day I was talking to a TBM owner at KMTN. His jaw dropped when I told him the "M" stood for "Mooney". Then I showed him the picture and recounted the history.

Chafe protection failed

I think you missed the point. If a shop will return your aircraft scratched and dented without so much as a "sorry" what else do you think they are hiding? In my example the shop was exemplar in their honesty of something I probably would have not noticed.

A while back I took my car to the dealership for new tires. It has special 21" rims. The shop dinged my rim changing the tire. It is so small I would not have even noticed it, but they knew they did it, owned up to it and said they could fix it with 48 hours more down time or they could fix it at my next B service. I elected the latter. That is the way it is supposed to work. Then again, when you arrive for service, they take an iPad movie of your car, front, rear, left and right. I would not accept that kind of damage to your paint. That is inexcusable.

They all fail sooner or later. I have had new bladders, 3 years since leaving the factory install, fail. I've seen wet wings last for years. You never know because humans make and install them. It part of maintenance.

I am in constant amazement how Garmin struggles so much to do such a simple thing as deliver chart updates.

Count me in. Yes. I will even sign a contract and deposit with Garmin.

Current logbooks go in one binder, old logs go in another. 337's in another binder by ATA code. All releases, ICCs and 8130 in a binder by ATA code. ATA code is your friend. It is the Dewey decimal system for airplanes.

I had to divert last week due to a bad alternator. Had it not been RDU where I had access to some mechanical help, I would have used SavvyBreakdown. As it was I found someone through Atlantic Aviation and was able to direct the work. That said, I appreciate QA as occasionally I need a "sanity check" just to make sure I'm not bird dogging rabbits down a hole. In the scheme of things it is about a tank of fuel so it is not that much money for QA.

Nope. TSA required KGVL to put up a fence and cipher controlled gates. No military, no scheduled service. Condition to continue ADAP money.

Oh thanks, that stuff I am familiar with and I take a very active role in those issues. That is what is troubling here. This is a new alternator with a new coupling (replaced 4-10-23) and I personally verified compliance with Continental SB11-3. I am hoping it is just wiring but the symptoms act like a coupler.

Well I find myself AOG in RDU with an alternator problem. Talked to Causey Aviation and they could not do it. They referred me to Elite Aviation who is on the job tomorrow. Anyone have any PIREPS?

It also depends on the material when using breakaway wire. For instance plastic switch guards need to be copper.