Nico1

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?

Before buying/changing anything take apart all the contacts, clean them and re-install. Oxide can build up quite quick and hard to see (even if looks clean on outside). I guess you probably already did that but might do the trick if not!

wonder what year they started adding that? I guess as an alternative if it has that microswitch in the throttle quadrant you can grab a multimeter checking for continuity when switch is engaged and not.

No, its at the bottom of the quadrant. Supposed to chirp when pulling throttle back before landing if gear is up. you can test its functionality easy on the ground. Throttle back. Push test button. Horn should beep. As holding test button, pusb throttle forward. Should stop chirping after advancing 1/2 inch (or a bit more). If it stops, then i suspect that is not the issue. If not, then the micro switch might be stuck

Thanks for your perseverance! Huge public service. It makes zero sense for them to sit on this or make it difficult...

I plan 4 hr legs. This gives plenty of margin if wind aloft forecast is off (seems to be the norm ands significant time -- somehow never seems to work in my favor!). Also, not fun flying dehydrated, so potty breaks needed! (plus stretching legs is nice too) Everyone has the strategy they feel comfortable with, depends what you prefer in terms of legs/desired stops/potential deviations/margins etc.

Had that same problem, sent it out to overhaul (they replaced o-rings and stuff). I used this place near Chicago -- RLB Accessory Service: (630) 543-9213. 971N Babbit Addison IL 60101.

Wasn't there a process through the FAA to get the technical data released if they were not manufacturing the part? Might be another option if no luck with getting some produced. (or destructive testing I guess would accomplish that too)

I was wondering what the best practices were for managing engine temps when practicing commercial maneuvers? For example, practicing power-off 180's I always keep an eye on the rate of cooling of CHT's (CLD on JPI) and find myself having to add power to prevent it rising too much (40 + over). Are there any tips/tricks to avoiding sudden cooling of the engine? On the flip side, a maneuver like chandelles increase the CHT quite a bit. Is the trick just doing a few maneuvers, then flying level to cool and repeat? Would love to use my plane to get my commercial but don't want to generate unnecessary wear so wonder what the best practices are. Thanks!

You can turn your worn cam into a cool lamp

I had a good experience at HWO last December

+1 sonalert, they go bad all the time

Be careful, when I got mine the shop that did the pre-buy and annual re-did the W&B and they used all the wrong numbers to calculate it. Me, totally inexperienced at the time, saw that the W&B looked completely out of whack and did my research. Any sanity check would have raised flags, but lots of people don't think about doing that... I found they used lots of wrong numbers. So, carefully go through the type certificate data. In my case, I found they were using the empty fuel and arm for a M20K instead of an F. They also used the wrong arm lengths for the main gears.

I have 2 #531's I don't need anymore if anyone's interested

I'm curious, is Garmin offering discounts on database subscriptions this year?

Planning Appleton and taking bus in

Fingers crossed! And thanks so much for coordinating this!

Any updates from Mooney after collecting interest for the 40:1 gears? Wonder what their response will be!

If anyone's interested in selling their LG rigging tool (for main gear) let me know

and ITT