Bob

Good to see you turn a bad experience into a good thing! Good going Tom!

This has happened in Chicago so many times. When he comes into KORD, the TFR shifts and moves over his home. The next day he leaves for a half day and his family stays. As he leaves there are two separate TFR's. One for him and also one for the family. It becomes a real mess!

FYI-I just tried the turboplus website and my virus program (bitdefender) flagged me fast before opening it. This may help: (951)698-7710 or (888)514-4514 FAX: (951)698-7747 Sales@TurboPLUS.com

I had my Airspeed, Alt and AI overhauled last year. You may want to call http://www.flyaqi.com/. I was given the source from my avionics installer. I am very pleased with their knowledge, service and price! If I remember right, they could not do one of the 3 instruments that I sent in, so they helped me out and hand delivered one to http://kelleyinstruments.com/ that is located very close to them.

If it was me, I would taxi it myself to experience the issue. Then run it back to the hangar and put it on jacks and spin the wheels by hand to see if one side is binding. If done quickly, it will eliminate the unknown due to brakes cooling off. It is possible for things to change a lot from hot to cold. Next step would be to inspect the nose wheel. Many posts in the past of all types of nose wheel issues due to tugging, rigging, etc.

Semi trucks have many fiberglass parts and are painted using Imron. So if you use a body shop for the repair, one that specializes in Semi trucks would be a one stop shop with proper knowledge to do it properly.

This is my favorite from liveatc.net. A plane being directed to a safe location for a bomb threat at JFK. Pilot gets pretty angry. http://www.liveatc.net/forums/index.php?action=dlattach;topic=10269.0;attach=6934

Listen to the Interesting Recordings link on liveatc.net. Some are pretty cool! A couple years ago, I was flying into Deer Valley AZ (Delta space) and told "Mooney slow it down a little, you are 60kts faster than everyone in front of you" I guess I just wanted to get in their at that point since I had to do a 360 due to radio congestion then another after being told to stay clear. The two, very wide, 360's were at full speed.

A little off topic, but have to share. I flew with a large pilot in a Cessna a couple months ago. Part of his pre flight included instruction, knowing that I was a pilot, instructed me to grab control of the plane if his seat would happen to slide back. Ends up it happened to him, one time in the pas,t and is now on his mind at every flight. Cessna now offers a goodwill upgrade, of about $1200 that adds a tether strap as a backup to reduce the seat travel. Thanks for sharing! Many of our planes are 20-50 years old. The log books never tell us about the fatigue from a past heavy pilot.

It should be simple to find, but is a 2 person job. Have someone push on the step to cause the noise as you lay on the ground to find the noise. To narrow it down, use a very long screwdriver or pry bar. Place the tip end on the part that you suspect is squeaking and then place your ear on the handle end. The sound will transmit very nicely thru the screwdriver. Louder if you get closer and softer if farther away. If that does not work, you can go the next step and buy a stethoscope. Just one example: http://www.ebay.com/itm/MECHANICS-STETHOSCOPE-IDEAL-FOR-PINPOINTING-WORN-BEARING-ENGINE-FAULTS-/400414050494?pt=UK_Motorcycle_Parts&hash=item5d3a8988be

Here is a great tutorial for the 480. 1:20 long but will give you a good idea about its use.

http://www.myspace.com/tablor/photos/50785225#%7B%22ImageId%22%3A50785225%7D A little creepy! Most of the time there is a history!

Unfortunately I did not have a good experience with Bruce. I believe that my experience is not the norm for them and many have received a good product from them. My first cover fit very poorly with wings, baggage door handle panel, antenna's and windshield/cowl seam not lining up along with short straps and some straps installed at a odd angle. Basically fitting it on the plane I had to choose what one spot I wanted fit nice while sacrificing fit in many other areas. I also ordered the extended cover and they sent me an extra-extended cover along with the upcharge. To be for certain about the poor fit, I asked them to look at it at Oshkosh. After they looked at it, I was told it was way off and they provided a shipping call tag to send it back. They tailored it and shortened it to match the original order and got the general fit closer. Too bad they placed the pocket for the rear antenna 12 inches too far forward. They also decided to replace some fabric panels and removed the optional Velcro access seam that allows access to enter the cockpit without removing the cover. This change went against my original order. So back it went again. At this point Bruce covers decided to remake the entire cover. When #3 showed up the boot for the rear antenna was removed and a cutout was placed to wrap around it with a strap to secure it. I decided to keep the third one to avoid the chance of them causing another problem when trying to fix a previous mistake. So I basically have a cover that has one antenna boot and one antenna cutout, no cabin door access flap and front straps secured at a odd angle. A real sad thing I just came across. Bruce covers has decided to use the pictures, they took at Osh, of my first cover, that they said was "way off", in one of their flyers. https://www.aircraftcovers.com/model_pdf.php?p1=M201 FYI Bruce covers, the pictures of my plane have an extra-extended cover on it. Please correct the picture description. Hard to see the issues I have stated in the pictures. Looks good from 25ft away! I hope others have better luck than me!

http://www.lasar.com/mod-details.asp?id=27

I vote for either a thin banner along the top or a banner above the calendar on the right, or both if needed. This will allow layout options for the ad designers. Ad's may be a good thing. Some new sources may come to the table!

I think this is one of those jobs that is more time consuming if you have a one piece belly. If you have individual belly panels, you only have to remove one piece. I think if you have a one piece belly, the whole thing has to come off? Going by memory, these are the bulbs. http://www.aircraftspruce.com/catalog/inpages/airpath_compass5.php?clickkey=4220 Pretty standard bulb. Any local mechanic or avionics should have them in stock.

When I got my K, I was having the same trouble. The bulb was out! I removed the belly pan just below the area and replaced the bulb. The area is very open and the simple one wire, socket and bulb assembly is simple to identify and is clear to identify.

Nick, Just found this today. Very complete tutorial!

Use the 480 simulator to help you get smooth with the unit. It's free from Garmin. Something from Garmin, Free?? WOW! http://www8.garmin.com/include/SimulatorPopup.html

Thanks for the thoughts and sources on this! I think I am going to stick with what I have and repair and overhaul my regulator. A few factors were: paperwork & approval, my current tank age, labor to change to a new regulator and larger tank and also a negative effect to reducing weight. No typo, if I reduced the weight of the oxygen bottle with a Kevlar unit, the aircraft would be forward of the balance window. Currently, I am on the forward line of the window with one or two seats filled. The 3 blade install about 10years ago did that.

I took my oxygen bottle in for a hydro test and the regulator was damaged. Looks like the shop will make good on their mistake. I am looking into other options, besides repair, for the long term. My O2 bottle is 10 years old and needs a hydro test every 3 years. The regulator is 33 years old and is very expensive to repair when needing service. My Mooney is a 1980 K. Option #1- Replace the regulator with a overhauled unit from a FAA repair facility and maintain the risk in the future of regulator repair costs as well as a hydro test every 3 years and 14 years of life left on the bottle. But basically be where I was last week, since my regulator was overhauled just 3 years ago. Option #2- Upgrade the complete onboard oxygen system with a new system. I can sell my damaged regulator and used tank for $900 (I already have a buyer available) and add the $3300 from the company that damaged my factory regulator. This, after adding a few$$$?, will give me a new system with composite bottle and a hydo test every 5 years and 15 year life. Has anyone upgraded their onboard oxygen? I talked to Precise Flight today and they said they only have an STC for the M, S and R. What paperwork process would be needed? Any thoughts and sources are greatly appreciated!

Today I talked to both Michelin and Goodyear techs. Neither make a tube with a short valve. Since Laser sells wheel covers like I have, I called them and they sent me to Dresser tire. Ordered a Aero Classic tire with a short valve from them. Nothing worse than having many options, all of which have a compromise. So this is where I am at, with the nose wheel tube options, if you have hubcaps: 1) Michelin or Goodyear tubes with a TR-67A valve and no wheel cover. 2) Michelin or Goodyear tubes with a TR-67A valve and drill a hole in the wheel cover so you can use the wheel cover. 3) Buy a Aero Classic tube (must specify a short valve) and use wheel covers as they are designed (without holes for valve stem).

Stresses reduce your IQ!

I give the controller a lot of credit! He followed the rules and prompted the pilot to ask for a special VFR. Then when the pilot did not "get it", he went against the rules as a last resort and just came out and asked "would you like to land here"! The controller kept his cool 100% but did run out of options to help, so he went out on a limb and let his survival mode kick in. He risked his position in a final attempt to help save the pilot and passengers. MY HAT GOES OFF TO THAT CONTROLLER! I am sorry that the controller is forced to live with this experience!

This one grabbed my attention the day it happened. I looked at the sky many times that day, just to watch and learn from the ground as I pulled up the Metar's. The sky was ever changing and unpredictable. The minute I heard about it, I took the times and searched for the ATC recordings. Very sad! If only he had turned back half way on the trip or put it down and rented a car if time was short. Half way in a rental car would have been about one hour each way and $30. To head back home when only half way, would have only cost him about 3 hours due to the drive. He was not saving much by the flight to begin with. He seamed to keep trying to complete his original plan and was fighting to accept anything else. It is also unfortunate that he did not just circle and land when he saw KDPA. The airport is so huge, he could have circled in and out of the clouds many times, while descending and not lost sight of the airport as well as had a runway in front of him at almost all times. Also this is my first time that I researched and followed an accident and then saw AOPA Safety evaluate it. They are 100% on the money on their program! Very good to see, nothing is sugar coated or missed. My opinion of the last few seconds: 1) The pilot workload & stresses increased to the point of loss or control by not maintaining straight and level. OR 2) He saw one of the towers that were not too far from the crash sight. My gut says #2