cliffy

Most engines don't make TBO for reasons other than who did the overhaul. Most of the time it is because the engine sat around and rusted for 20 years trying to get TBO hours. There's a reason why Lyc will go for 2200 hrs for TBO, IF YOU USE IT UP IN A HURRY, but only 2000 if you take your time.

They had months to cogitate over what you had seconds to decipher, that's just the way it is. You wanna be a pilot then accept the reality! FAR 91.3

It really comes down to how well the overhaul is done and documented. It's not difficult but paying attention to each and every detail in the overhaul manual is vital to a good outcome. I've had cylinder work done by Corona and have had no problems. I did my own overhaul (O-360) 800 hrs ago and haven't had a bit of problems. I sent the case to Divco for cert. Used new Lyc cylinders, new cam and lifters. All parts magnafluxed/replaced per Lyc overhaul requirements and each and every part was documented by part# and/or s/n. How many engines has your field guy done? Here's a question to ask him- Is your torque wrench in calibration date? Prove it, show me the calibration sticker. If it hasn't been calibrated then maybe he's not the one to do the overhaul. Look at the shop area where he will do the work. Is neat and clean? Or, is it a trash pit? Talk to a few who have had their engines done by whom ever. You might learn a lot. One thing to remember, if you break it in on the airplane and you don't have your engine instruments calibrated beforehand it can't be signed off as an overhaul, only a repair, as the overhaul instructions specifically require run in with calibrated instruments.(let the arrows fly!) I strongly also recommend that you follow Lycs break in program to the letter. The Feds have hammered some shops/A&Ps for using something other than the manufacture's break in procedures. Make sure the break in program is logged in the engine log book. The more documentation the better the resale will go if you need to sell.

Just because it has a patent doesn't make it feasible. It's weight, drag and an ice collector. Find me one verifiable account of a rock and slingshot downing a jet during VN. Drones? The flyer would have to be real good to get one engine of two and the airplane will still fly on one. Big enough explosion to take down the airplane? Now you're talking shoulder fired weapon and not a drone.

BTW, if you have never been the focus of a full blown FAA investigation- trust me - you never want to be that person. No matter how good your outcome! I've seen them (not me as the focus) and it ain't pretty. Months for them to diagnose what you had only seconds to decipher.

Monday morning QB? Have you tried it in the sim? "Thinking you might make the airport" is a long way from knowing you have the river made. Coming up slightly short for the airport means lots of dead people not involved with the airplane itself. Lots to think about in 2 mins. I'm rated in those airplanes but have never tried a dead stick in one (long retired) I have done many dead sticks in 737 sims (727 also). It can be done but we always were set up in a position that it could be done (better than 300/mile away) if we did our part correctly. A 737 losses 2000' doing a 180 at best L/D.

The news media will never change. They have been the same for 200 years. I've watched it in aviation for 50+ years. It's all about readership and sales. Sensationalism sells newspapers (or what ever media).. No matter the prognostications about "reporting the news", editors always want the storyline "punched up" to grab attention. It will never change. Who can ask the most salacious question, who can use the Thesaurus the best. Just look to local "news" programs and the choice of their verbiage and tonal inflections every evening. You're beating a dead horse if you think it will ever change.

Lose not thine airspeed lest the earth come up and smite thee!

There is an interesting youtube of Yeager getting a ride in an FA-18 and the AC points out the AOA to him and his response? You have to listen carefully but he says- "now that's a stupid gage, if you don't know what the airplanes doing you shouldn't be flying it!" I had coffee with him once years ago at Lacy's in KVNY, he was nice to talk with. That aside, we had AOAs in the early 20 series Lears.

Those uncomfortable Airbus seats must have shut off blood to the brain! :-) Airbus has the most uncomfortable seats in any airliner. Simplistic answer- the BIG B Complex answer for those who need to dig deeper? A combination of both BTA, I'm no aerodynamic engineer either. All I know is that if you go to slow you can die.

To answer the OP directly- No you can't change the brake pads yourself unless you have it signed off by an A&P Yes there are a couple of good tools for the job made by Rapco. The best one uses a screw and T handle to drive the old rivets out and to set the new rivets. Much better "feel" on setting the rivets than using the "hammer" style setting tool. Both need a good vice to hold them. No it is not considered "preventive maintenance" that an unlicensed person can do without A&P supervision. It's and easy job but requires skills at tightening the caliper bolts correctly, setting the rivets and doing a respectable job of safety wiring where or when required.

Hello Jack! I fly into EYQ several times a year as my son lives 1 mile away. I'm from AZ KPGA way up at the Utah border. I have a C model (actually D/C) and will probably be there some time in Oct. If you're around I'll take you for a flight. I always park on the grass behind the gas pit. Someone needs to put new tie down ropes out there :-) N1969Y Cliffy

I'm not near my plane right now but I'll swear that my servo is mounted with 1 bolt through the wing spar BUT i could be wrong so I'll check it when I get home from this trip. I figured the TT servo could mount under the battery shelf just aft of the baggage bulkhead with its push/pull rod going aft to the ball joint hanger.

The servo mount for the Brittain is one hole in the spar of the airplane. The servo mount for the TT would be a few holes (maybe pick up the one used by a Brittain). The Feds might not like to see more holes in the spar or money would need to be spent on a DER? Just thinkin' Granted it MAY turn out that the "roll" servo may be required to be attached to the aileron system in some way but I still see no reason why it couldn't be tried and tested on the rudder axis in the back just like the elevator hook up could be. Steering by rudder alone in a Mooney works fine. The next question might be, "what if the interconnect spring breaks?". When was the last broken interconnect spring anyone has ever seen? Secondly, if it's not acting correctly, turn it off and hand fly! One item mentioned at OSH was that the Feds don't want to see this AP attached to flight control cables with bridle cables and a capstan drive (Bs and Cs), hence the mount to the elevator control tube behind the instrument panel and a hard push/pull rod for the roll in the wing for Cessnas. With the NORSEE allowing "performance based" application I'm feeling other systems like the G3X might eventually be approved (with a backup ADI at least). http://www.trutrakap.com/product/vizion-380/ This is the version for the experimentals. Different servos are being required by the Feds that completely disconnect from the motor when no power present. Hence, again, the doubling of the price. The experimental ones have the gear train drag present at all times. I have read the entire NORSEE just like I read the entire ADSB papers (many, many pages).

No chance on existing servos. Not compatible. The new servos are stepping motors digitally controlled. Don't know why a rudder servo wouldn't work. Why does it have to go to the ailerons? Tradition? The rate of movement and the strength of movement of the servo is totally controllable on the computer there in. Have you ever tried to control a Mooney with rudder only? I have. It works fine. The interconnect between the two seems to have a good effect on the turn qualities.when applied smoothly.

The new servos are somewhat bigger than the experimental ones but they will work fine. On the Cessna, one is mounted just ahead of the control wheel tube, on the firewall and the other is in a wing, driving the ailerons. This would work for all the SE cessna line. After much experimentation I think mounting both servos behind the baggage pit on/under the radio shelf and driving the rudder and elevator from there would be the best and easiest way to do it (cheap install). My Mooney flies just fine using just the rudder pedals for course control. I can make very nice turns with just rudder.

Oshkosh had Trutrack there with there Vizion digital A/P showing it was to be STC'd by Sun n Fun for a large variety of legacy airplanes. They had it mounted in a 172 for the SE Cessna line and they have a Mooney in the wings next. Will be priced (minus installation @$!500) at about $5000 They had to go to fully declutchable servos to satisfy thet FAA hence the price increase from experimental EAA is doing the certs as they did on the electronic horizon.

Didn't they just tell Congress to go fly a kite in regard to the Congressional mandate date for the Pt 23 rewrite? They'd get to it when they could on their timeline? Or did I miss something? What makes anyone think the 180 days will hold? What did a famous Yankee's catcher say? "It ain't over till it's over?" Don't count your chickens before they hatch

You might also check the condition of your "mouse boots" (one in each main gear well) for leaks, tears and missing altogether. Have found many boots damaged in inspections. They will let smells enter the cockpit from below.

Bob Hoover barfed his guts out for a long time when he was first learning to fly!!!

Yetti- Now that is a grand idea! BTW, not many know knots (the rope kind!) R U an able body seaman? :-) At one time I knew knots when I held a USCG Master's License.

That is exactly the point I was making. As much as they say they are "protecting us" it's a lie. They are protecting themselves and we suffer at night, on weekends, out of the country, with a card that won't work. All of those have happened to me. They didn't want to lose the amounts I ran through my card so they figured out a way to monitor it without flagging MY usage. I did get compromised last month and they cancelled it but with an easy on the phone walk through of the disputed charges that were not mine. They were from all over the world within minutes of each other. They then FedEx'd a new card overnight to me. I'll by that service and stay with it..

Aren't we "the card holders" only liable for a few bucks on false charges?

One of the best and definitive diagnosis I've ever seen. Nice write up!!!! And in time for Oshkosh? WOW! You wanna open a shop in my city? :-)

YETTI- Just trying to get my head around what I think I'm reading. The plane is on jacks at the jacking points and the tail is on the ground with the gear (all wheels) in the air? The tail is being held down with weight in the baggage area and 320 lbs of rocks on the stabilizer? Or, are you saying, that the 320 lbs is suspended from the tail ring holding the tail down to something other than the tail ring on the ground? Like close to a level attitude? It may just be me being confused