GeeBee

In my case Anthony, I found the short right at the jack because on the PA-18 the jacks are in the wing root panel. Easy to see the dangling wire. Yours I cannot say. If you removed the jacks and the wiring was in place and secure and the jack insulators (they are the round insulators on the jack receiver) look good, then you have to go spline.

Once you understand how fast an alternator spins, a 500 hour inspection is always a good idea. On the Continentals, I generally like to pull it off and replace the coupler.

https://www.statista.com/statistics/1421822/iridium-mined-production-worldwide-by-country/#:~:text=Between 2018 to 2022%2C South,6.16 metric tons in 2022.

Just make sure you have an out. Some times the system may quit. Tubes and fittings blow out from time to time and the icing forecast sometimes turns to doo-doo. In a Mooney you don't have the thrust to get clear quickly.

Thank you!

As I said, I would not worry about what the tank levels show. There are really only two levels for me for dispatch. Full and empty. Full because I want to dispatch with a full tank into icing conditions because you don't know how much you will need. You can make a good wag of how much remains by time you run the system. Empty because in non-icing conditions where you need the payload, you want it all out. Beyond that is IMHO a waste of time and technology.

Appears like the word is out on the value of these panels.

I drop the belly panels all the time. The forward panel requires you to loosen the screws on the boot cowl. Makes it easier to re~insert the forward edge. Other than those they are all cam-locks. Easy peesy. I use a creeper and let the panel drop onto me, that way they don’t get scratched.

It has caps at both ends so you can put it away in your airplane "wet" after using it. No need to wipe it out.

As long as it leaks into a clean container. Here is the funnel by the way. Cut the tube to about 6 inches to fit in the fill https://www.oreillyauto.com/detail/c/flotool/tools---equipment/oil---lube-tools/funnels/9227a0a2bf37/hopkins-flotool-clear-black-blue-plastic-funnel/hop5/10704 Here is what I use to collect TKS spilled fluid from the vent. It is only used for that event. https://www.oreillyauto.com/detail/c/flotool/hopkins-flotool-drain-pan/hop5/42004/v/a/5340/automotive-truck-2002-ford-f-250-super-duty?q=oil+change+pan&pos=3

I bought it at WalMart but can't find it now. I will look at it today when I go to the airport and find a model number.

Welcome to TKS! After a while you get pretty good at knowing when the tank is full by the rate at which the filler accepts fluid. You don't want to fill it until the vent tube on the belly starts flowing because once it gets going, it creates a siphon action that dumps out a lot of fluid and creates a less than full tank. When I service my fluid, I usually put one of those oil drain pan/tank you purchase at an auto supply store under it just in case. I use it for only TKS so if some does dump out, I can recover it un-contaminated. I also use a Flo Tool funnel with a screen in it to protect the system from particle contamination and it has a valve on the bottom to regulate the flow in. Finally it has a removable lid so I can cap the top, close the bottom valve and stow it in the airplane. The gauge has two readings. On the ground and in the air. On the ground is lower than in the air. I find my in the air, the most accurate. I have tried numerous times to make the gauge more accurate and you can get close but it never really holds. For me, there is only two dispatch conditions. Full or empty. I say this because who wants to dispatch into possible icing conditions with less than a full tank? Equally so, on a summer CAVU day who needs fluid that weighs 9lb/gallon?

You might save weight.....until you have to add Charlie weights to maintain CG.

I have heard from very good physicians, cardiologists from this very board who say it does not affect Oxygen levels. Then I have heard from my mountain climbing friends (Everest climbers) who say it does. All I know is when I take it the day of a flight my O2 saturation decreases about 2%. So I don't know what to say, only relying on what I experience.

But as you said they are called “thinners” All of them reduce the O2 capacity of blood

Aspirin thins the blood and reduces oxygen carrying ability.

The Meyer 22" are muy bueno! You are lucky to find a used set. They are rare.

Ya think!

Hopefully they will de-conflict but in busy airspace and descending on a published arrival they might just call the traffic to you. I had this problem several times, one going into ATL at FL180, another in SLC and yet another near TUS. In the case of TUS it was a 500' separation from a Bellanca in class D at night and in sight, but I got nailed with an RA. Before I could go to bed......Paperwork!

Ever fly a turbo-prop? Or fly ATL to AGS?

I'll say one thing about flying VFR at 17,500. It is like doing a straight in at an uncontrolled airport. Yes it is legal. Yes it can work out but it can be terribly selfish. Why? Another aircraft can be at FL180. At FL180 the TCAS computer software is looking in "Class A" mode which means it sees anything less than 1000' creates an RA. Now you would say, "Great, they will avoid me" except just about airline has an SMS program which requires the PIC to write up any RA's. So rather than go home, that poor sob is going to be writing up a useless RA. Equally so, should the RA cause a maneuver other aircraft may be affected. If I want to fly at 17 I go full IFR. I never use 17,500.

If you go to the Gates web site, you can get the part number by filtering by size. Gates by the way is the finest v belt known to man. Do not substitute. Most good auto suppliers can get you any Gates belt not currently in their stock.

The icing forecast was pretty grim, but it is not clear that is what brought down this helicopter. I for sure would not want to fly that route at those altitudes in those conditions in any aircraft.

Price?

I have been watching this crash since first reported. I really question the decision to dispatch a helicopter into the conditions at the time including significant icing threat. I realize the military has to train to "the edge" but looking at the conditions this was well over the edge. Ops officer should have stopped this mission as it was beyond the needs and requirements of the service.