DCarlton

I don’t know if calling it after market is correct. My F went immediately from the Mooney line to the company that installed the electric gear along with other components; perhaps the Brittain PC system too. I think it was on the same air field. Dugosh maybe? Check the early logs and weight and balance. It’s likely in there. It’s been a while since I’ve reviewed it so I’ve forgotten the details. If you can’t find it LMK and I’ll pull down my files.

Perhaps this is a good time/place to support the FAA/NTSB (government employees). I expect several will read this thread. To those that do, thank you for your service. It wasn't a debate until they were trashed. But yes, what an unfortunate tangent.

The pay scales don't adequately consider the benefits of government employment; matching contributions to your retirement account, health insurance, locality pay, stability, pensions, the possibility of earlier retirement and the less tangible; providing a service to your country. I saw several of my peers leave government for private industry chasing bigger paychecks and they regret it today. One layoff can erase years of gains. Yes it is hard to remove a bad apple, and it can take many months but it can be done. That's why the government has long probationary periods for new hires. Most people don't turn "bad" later in their career.

Got any pics of the RAM door removed with the old/new seals? I've wondered about this too and what happens to seal parts if they get sucked in. I'm not I even sure want a seal that might age and get sucked in. I need to take another look at the system to better understand it.

This entire DTSB discussion went downhill when the link was first characterized as a "final report". I was put off by that immediately. I was further disturbed that this organization named themselves DTSB; a play on NTSB that could be very confusing for the public; it confused me for a moment; "who the heck are these people". Government can be cumbersome but it has processes for a reason. I learned to appreciate those processes in my 35 years (as an apparently untalented) Government GS/DP engineer. I'd say give those "humans" doing their best to support those process a break and have some consideration to staffing and funding levels. And yes teaming with industry has always been a part of those government processes. You always listen to the experts even if it looks like they are holding your hand and walking you through the process.

Your experience tends to support that my issue in 2015 was also the fuel servo. No power downwind even with full throttle but we were idling at the very end of the 5000 foot runway and were able to taxi back to the hangar (which made no sense at the time). Why focus on J's? Why not seal the F ram air door too? I check mine every flight. Sometimes it'll look like it's cracked open a few degrees; may need to be adjusted.

As I've mentioned, I had an experience back in 2015 leading to two emergency landings; the first with complete loss of power downwind. The second occurred after extensive troubleshooting that didn't identify a cause and a test flight that lasted over an hour before the problem resurfaced. We decided to overhaul the engine instead of pouring more money into a high time engine; plus I just didn't feel like I could fly a third test flight without identifying root cause which seemed unlikely. I was fortunate to be at my home airport which eased some of the pressures of dealing with an aircraft issue miles from home. After going through my logs thoroughly, and with consideration to all the troubleshooting, I always thought it might have been the fuel servo (speculation based on the process of elimination); it was the bigger bucks item that hadn't been touched. I'm repeating my story because I hope there is something to be learned here; as much as I don't want to second guess, and it seems obvious now, I have to agree.

If someone would buy mine, I would buy yours. :> Aerostars are cool!

You have some sort of altitude control on your 67? Mine only had wing and rudder servos. I'm still interested in a spare or two if you generate enough interest for a group buy.

I'm not gonna bitch until I have to buy a part. Then I'll consider the cost of US engineering, manufacturing set up and production labor, FAA oversight (audits, approvals), packaging, sales, shipping, insurance, and then doubling the cost to turn a profit and see if I think the cost is reasonable. Considering the limited market, even a seat roller is going to be expensive.

Probable cause in one day with no reference of his data source which indicates the engine was making full power at impact?

After extensive troubleshooting, not being able to identify root cause of an engine issue that lead to an emergency landing several years ago was one of the most uncomfortable situations I've been in as a pilot; so much so that it lead to a firewall forward overhaul (which was coming due anyway). It looks like Fred may have had confidence that they had identified the cause (sediment in the tanks) and it looks like he implemented a cautious check flight over the airport. It's hard to second guess what should have been done. Just tragic and f'ing horrendous given the history.

This was Freddbe34 (Right out of the gate)? If so, F'ing horrendous. I thought it was a Mooney when I saw the news cast.

Send me a message if you're interested. For some reason, I'm not seeing notifications for replies on the posts. I still have the SIGMATEK.

I've thought about doing the same thing. Keep hitting my head on the post mount when I enter the airplane. Broke the mount last year. I'm used to looking up at it though.

I'll have to check the criteria in the manual now. I haven't looked in years. I've never seen a reason to replace mine nor have the three mechanics that have worked on my plane the last 20 years. It doesn't seem stiff when I taxi or land. I might do it if we were painting the landing gear or had to disassemble it for some reason.

I've always thought pilot technique might have more to do with tank leaks than gear disks.

$1000 is only 8 hours work at SOCAL prices. It makes more sense to me to sell a plane during an annual while the plane is already opened up. Or turn a pre-buy into an $3500 annual. Get something more for your money that at least lasts a year.

That's a part that needs a good home but I'm looking for the EVT version, not the EVS version. The EVT was a later model. Those are good parts though; thanks for listing.

What's the best cleaning mechanism for something like that if you can't remove it? How best do you get around the rivets and in the corners without getting too aggressive with flapper wheels or something electric? It is a shame there's no approved conversion coating that you can use to just kill the rust and lock it in forever; although I'm guessing you'd never be able to inspect it or know what's happening beneath the coating. I just used POR 15 on my old Camaro and it's amazing stuff for cars.

Which Brittain Turn Coordinator do you have? If it's a TC100EVT, I may be interested. Thanks.

I have a Sigmatek. Working when removed. Price is negotiable; whatever the going rate is these days plus shipping.

That was Aero Mods; a CO company. That's what's on my airplane; the one with the skids or strakes. There's another Mooneyspace thread discussing it. If anyone wants or needs details, I'll drag down my file box with the drawings and STC info. It's a great belly pan. I'll make a few pics one day if anyone wants good pics. From my previous post on this topic: 1990 vintage Aero Mods M20-100 "One Piece Fiberglass Belly Pan with Skid Runners Fairing". "The Belly Pan is intended to protect the primary aircraft structure in the event of a gear-up landing". Aero Mods was out of Wheat Ridge, CO. It was a great design; weighs about 10 lbs.

Are there any US companies designing a new GA aircraft or a variant of an existing GA aircraft that's not an LSA or experimental? With China owning much of Cirrus now, is there any hope for US GA design or manufacturing other than existing Piper and Cessna designs until the end of time?

Always wanted to. They must fly off of fuel you can't see.