Nico1

Am building my own engine dehumidifier, closed circuit. One question i didn’t find a good answer to: are there any dangers of any byproducts the silica gel beeds that could potentially be harmful to the engine? Dont want the medicine to be worse than the disease…

Please post the after scraping photos, will be interesting to see! (And of the process too if possible!)

This is exactly how I was taught. Keep hand on gear lever until panel green, then confirm with floor indicator. Then several checks at different points. Same procedure putting gear up or any config change really. (Helps with not forgetting boost pump when switching tanks too!) also a popped CB is quite noticeable even from peripheral view in my experience.

Checking previous landing that day, approach speeds were quite similar and just as slow about 1.5nm from threshold. Of course ADSB is ground speed so without wind aloft info hard to tell actual airspeed. Going from near idle to full throttle can sound like that, esp if pushing the throttle abruptly with the governor's lag in adjusting the surge in RPM. Very sorry for your loss, and their families. Very sad.

So true!

They likey had NEXRAD onboard. Because of the delay in data, it's a bad tool to threading the needle between CBs, especially if in IMC (potentially). Even if they had sirius wx not much better in terms of the delay.

Radar at the time

Very sad. Looks like Autopilot was on up to the first turn at least (looking at track/altitude). Maybe trying to deviate around a cell? Having a look at the wx data for yesterday, the area looked dreadful: icing with bases 070/040, convective activity and TS.

Contact LASAR or Maxwell. They are extremely hard to get and service. If it's the electric motor, your AP could have that rebuilt by a electric motor shop. Gears are unobtainium at the moment, though it looks like a round of orders will come up within the next few months. A direct replacement is one of the Dukes actuators, not sure which model though (Maxwell knows for sure). Also, make sure its the actuator and not something else in the electric system. Did they bench test the actuator? A lot of times the problem lies somewhere else (best case scenario too). Good luck!

Awesome news!! Thanks so much for insisting!

Yes, as far as I understand the gears are the same on the Dukes and ITT.

Already had a mess last time filling it, didn't seem to be leaking from the bottom, but hard to say. Probably a good idea to remove to inspect.

76F with the 201 windshield, brake fluid reservoir inside firewall, pilot side (picture attached). Top of reservoir has a small brass tube/vent that goes through firewall. Last time brakes were bled, the top of the canister did not really seal so besides pushing fluid through the brass vent, it spilled all over the place (fun to clean up, months of absorbing with paper towels). Is there a way to do this without soaking the remaining insulation with brake fluid? It's very hard to reach the reservoir because of the windshield mod. Thanks for all suggestions!

From a quick google search it is not allowed under part 121 (https://www.faa.gov/sites/faa.gov/files/other_visit/aviation_industry/airline_operators/airline_safety/inFO07009.pdf), but did not find anything in part 91. It's probably not advisable as I imagine it would very likely be considered under 14 CFR 91.13 (careless and reckless operation).

Reviving this thread to not start a new one. I'm getting into commercial maneuvers (self-study for now). The FAA flying handbook says to enter at maneuvering or cruise speed (whichever is less or manufacturer's recommended speed). So, Va is 117 kts on the F, but that's at max gross... normally for just me and not full fuel i'm closer to 2200lbs (so Va is closer to 105). At that MP (around 14", 2500rpm, 4500ft) its impossible to do the maneuver without feeding it some more MP to avoid entering the 'do not operate continuously' RPM zone... So what's the right setup here?