Nico1

if it was online already, will probably be posted somewhere for ever -- just like anything online.

Same!

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?

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!