GeeBee

Airliners don't have 1.5" axles either. That all said, the force is about 100 pounds on the axle mount for a 6x6.00 tire.

In another "hmmm" some Boeing airplanes brake the nose wheel by placing "snubbers" in the nose wheel well. The snubber is a brake pad like material mounted to a spring like plate. When the nose wheel came up the tires would hit the snubbers and stop. An airline I worked for, in a cost cutting move removed the snubbers. Saves money right? Less wear on the tires, no snubbers to replace. Wrong! Because the snubber "trued the tire" by grinding on it every takeoff. Without the tire being snubbed it would always stop at the same heavy position which only got heavier without being trued then it would start to shimmy on landing.

I tap mine. I got into the habit early in my career. Later when I flew jets I didn't have to worry about it as they brake automatically on retraction. Some time in my career I had a few planes with a brake "capped" meaning the hose was removed and there was no hydraulic power to the brake. The MEL said, to wait 5 minutes after takeoff before retracting the gear. I believed it was to prevent a spinning wheel come up in the well. Then one day, I was doing an acceptance test in Toulouse on an Airbus. We were informed one brake would be capped. I said, I'm not sure we can do an acceptance test due to the 5 minute requirement and it would not be a "normal takeoff profile" required by the test card. A discussion ensued and I was informed by Airbus engineer that the reason for the 5 minutes is due to the gyroscopic forces placed on the gear during retraction of a spinning wheel. Those forces are not forces normally encountered by the gear on the bearings, struts and trunnions. When you play with a toy gyroscope and place the axle horizontal, then try to "retract" you can see the forces are substantial. (90 degrees to the force applied)

PM sent

I'll ask but I think he can do a K. You want 48"?

Mine is a full 48" for 2/3 the price.

Why are you worried about an avionics under temp? I assure you the avionics can survive in much lower temps than you can stand. As for the cooling air effects on the cabin, your cabin heat should more than overcome its effects.

I do that but I have the cargo net under the belts and I hook the straps to the clevis pins to the cargo net.

My wife knows I love my Ovation. She had her cousin create this metal artwork on his laser table.

Ops normal!

I think the point was, he did not want to cut into his headliner.

You could attach your net to the rear seat belt outboard hard point with straps.

Had a controller bust my Captain's chops about descent rate because the controller was late with a crossing restriction. Controller: "You got speed brakes right?" Me: "The Captain says to tell you those are for his mistakes, not yours."

Attach the aft end of the net to the cargo straps in the rear. Attach the middle to the shoulder harness point. Attach the front to shackles in the front floor tracks. The netting sits over and cinched onto the cargo.

Polyester is more flammable (even in a cured state) and not as strong as epoxy resin. Everything on your Ovation is epoxy which if you are going to produce an OPP you should duplicate.

Sounds exciting. He is going to use epoxy resin. Right?

You don't have to apply a correction to a properly installed and certified altimeter system except temp correction in extremely cold conditions. However the errors can add up, and basically there is about (but not always) a 75' "fudge factor" in minimums. Think about it. Without all these errors you could go down to 125' HAT! https://www.aviationsafetymagazine.com/features/your-altimeter-lies/ https://www.faa.gov/air_traffic/publications/atpubs/aip_html/part2_enr_section_1.8.html

The fact is most catalogs contain material that meets FAA burn test. It is indeed rare to find vehicle material that does not, the exception being some of the stuff used to replicate 50's era factory original. Unless you are trying to make your airplane look like a 54 Oldsmobile, just ask for the burn certs with your material order. It is really that simple and eliminates all questions unless you feel like being difficult to the people you are trying to sell your airplane to, in which case foolish comes to mind.

I think I posted that earlier.

Some. Depends on the model. Look at the TCDS under "Certification Basis" and you note all models up to the G are pure CAR 3, in which burn certs are not required. Starting with the J model there is some Part 23 basis to the TCDS which activates burn certification requirements. The OP is an R model. They also have to comply with Part 36 starting with the J model. "\ Model M20R CAR 3 effective November 1, 1949, as amended to May 18, 1954, paragraph 3.74 as amended to August 25, 1955; paragraphs 3.109, 3.112, 3.115, 3.118, 3.120, and 34.441 of CAR 3 effective May 15, 1956; as amended to October 1, 1959. In lieu of corresponding CAR 3 paragraphs, where applicable - FAR 23, effective February 1, 1965; paragraph 23.29 as amended to March 1, 1978, paragraph 23.33, as amended to September 14, 1969; paragraphs 23.901 through 23.953, 23.955 through 23.963, 23.967 through 23.1063, as amended to September 14, 1969; paragraphs 23.1091 through 23.1105, as amended to February 1, 1977; paragraphs 23.1121 through 23.1193, 23.1351 through 23.1399 as amended to September 14, 1969, paragraphs 23.1401 as amended to August 11, 1971; paragraphs 23.1441 through 23.1449 as amended to June 17, 1970, paragraph 23.1521 as amended to December 1, 1978, paragraph 23.1525; paragraph 23.1527, as amended to September 14, 1969; paragraphs 23.1545, 23.1549, 23.1553 as amended to December 1, 1978, paragraph 23.1557, as amended to December 20, 1973; paragraph 23.1559 as amended to March 1, 1978; paragraph 23.1563 as amended to September 14, 1969; paragraph 23.1583 as amended to December 1, 1978, FAR 36 effective September 20, 1976, as amended to December 22, 1988.

I was just reporting what the guy said to me, not trying to be right, but like Spock, being logical. See my pointy ears?

I just got a message back from a instrument shop owner when I queried him about the requirement for a correction card in the log. He said, "Would you accept a log book entry of the performance of a compression check without the numbers?"

Found it. Part 43 Appendix E para d.

This article implies the card is required https://www.aviationsafetymagazine.com/features/pitot-static-checks/ "If you want to save time and money on pitot/static certifications, ensure the aircraft logbooks are in order. A huge percentage of aircraft have insufficient and questionable logbook entries lacking altimeter correction cards. Some entries are missing instrument part and serial number nomenclature."

I don't have a cite on it because it has never been an issue, but I know my IA will not sign off an annual with just the logbook entry saying the card from the test must be present in the log.