cliffy

Welcome AESpecialists Glad to have you participate on the forum.

It's not the mag that's bad, it's the people who work on them. I ran duals on a Navajo years ago for 1800 hrs with no problems. Did 500 hr insps on them never had a mag problem. Make sure anytime the mag hold down nuts are loosened that NEW lock washers go on before retightening. NEVER just loosen the nuts, adjust the timing and retighten. Always loosen and remove nuts one at a time, install a new lock washer and nut and then do the other one. Once tightened, if you have to loosen again, get another lock washer. This actually goes for any mag not just duals. I do it on my O-360 also. I've known people who retime their mags for several years and never replace the lock washers. Had a 172 in the shop a while back with one mag actually falling off the engine because the hold down nuts had vibrated loose.

You can design your own panel with XPanel and they will sell you the data to have one cut on a CnC machine. http://www.xpanelsoftware.com/

The "antiquated standard" is still the only legal process for holding. How do you know that the depicted pattern stays within the req'd protected area as per the regulations? You don't ! There is nothing in AIM 5-3-8 Holding that allows the use of the depicted pattern as the track pattern. It is there for illustrative purposes only. With a depiction the controller can issue an abbreviated clearance by saying "hold as depicted" That does not release a pilot from the "timing requirements" of a hold. That is also why we have speed limits in holds at different altitudes so as to account for protected airspace. Go fly a depicted hold and time the inbound leg. Does it always meet the 1 min leg time below 14000'? Now, maybe a GPSS depiction on say a Garmin might change the pattern to comply but if you are just following a printed chart displayed on your iPad I'll bet it doesn't. The only 2 legal and safe ways to hold are timed patterns and DME holds. Now that being said, if anyone can find any approved FAA data to show a hold by following the track depicted I'll be more than willing to learn but so far I haven't found anything as such.

moonetmite I think the Cessna website was wrong. I reading the policy statement it says something very different than you have portrayed. ACE-00-23.561-01

5 point harness connects one from under the seat between the legs. Airlines use them in the cockpit. I have the over the shoulder type inertia and it mounts to the tubing structure with a standard AN tubing clamp and bolt. Had a friend dump a 172 and the only injuries were to their foreheads as they hit the instrument panel BIG cuts. Had a Mooney go down a while back without SHs and the outcome wasn't too good. The "cheapie" SH from the back seat belts is a damn good idea in lieu of nothing else. One could even incorporate adjusters on them with a little more sewing. 43.13-2A Chap 9 has a lot to say about shoulder harnesses and how to install them.

Jim BYW where do you park at VNY? I grew up there in the early 60s solo'd there in 62 when they were still flying U2s out of VNY.

Jim Did you take a picture of MY headliner by mistake? :-)

OK cool So it will fly a holding pattern (at least a missed approach hold) by itself using GPSS and it knows to use 1 minute INBOUND legs? It will adjust the outbound BY ITSELF to make the inbound leg 1 min in windy conditions? Now how about a LEG DISTANCE hold. Does it use ATD (Along track distance) on the outbound leg to figure the turn inbound? OR above 14000' does it default to 1 1/2 min legs? My concern has been two fold. I want a GPSS system at sometime but I think it has limitations and is not the Holy Grail we all feel it might be. Secondly, I have flown with a few pilots with both GPSS and without but with geosync charts displayed in the cockpit and I find them just tracking over the displayed holding pattern without any regard for inbound leg timing or leg distance. They feel as if all they have to do is superimpose their track on the chart and they are alright. Not Really! We didn't have GPS in the 737, 757 or Airbus. We did have good FMSs though. Although they wouldn't track away from a VOR only "to". Ours would compute the hold. Impromptu holds had to be entered manually. BTW that was a REALLY nice pictorial presentation Thanks!

OK learn something new every day Now my question is- If it only shows on earlier than C model drawings why would we assume it would be used (required) on Cs and later?

I'm still confused on GPSS and holding. Holds are "timed" maneuvers unless a leg length is specified by ATC. 1 min inbound below 14,000'. The charted holding pattern is not "adjusted" for speed as far as I can tell in a GPS system SO how does the GPSS system account for speed of a/c and winds in the timing of the inbound leg? Secondly, if assigned a "fixed leg distance" how does the GPSS adhere to the ATD (along track distance) for the required inbound turn point? I'm thinking (before I upgrade) that just flying the "printed" pattern on the depicted chart will not keep me in compliance with the timing or leg distance requirements.

Packed in until you have to work on it :-)

As one who has no WAAS let alone GPSS a question arises after viewing another thread with a video on a holding pattern entry. When a holding pattern is entered and held via a GPSS and a GPS sync'd approach plate in view, does the autopilot follow the outline shown on the plate for the holding pattern or does it adjust the outbound leg to allow the 1 min inbound leg to holding as req'd? Or does it always follow the "printed" hold regardless of the inbound leg time? Never use one so don't know.

Out here in the west I go as high as I need to to be cool first and smooth second. Most of the time in the summer I make the first but not the second. In the winter ice keeps me on the ground out here a lot of the time. My C gets iffy after 13,000 and so do I (no O2) Mostly 9 to 12,500. I use 10 gallons the first hour, 9 the second and 8 to 8.5 the third hour and on. I've done 5+ but now limit to 2 to 3 hr legs as I like to stop and smell the roses and I'm not in a hurry anymore.

OK I guess I need an education, MAP line weep hole?

Bob that is one of the nicest Mooney panels I have ever seen. Great job and layout.

I have heard that some homebuilt plane people use that low temp aluminum solder stuff that they find at the local PMA tool isle at HD to fix holes in aluminum boxes. I guess they feel that if it gets hot enough to melt the solder then they have bigger issues to deal with than a hole in an aluminum box. From what I hear they lay the patch on, solder the edges tight and paint it black and move on. I do know that I once went to get approval to use rubber grommets to replace the hard bearings in a carb heat box on a Cessna 140 and the Feds asked what would happen if I had a fire there. I said that they put rubber grommets on the firewall don't they? I got the approval.

In talking with Bill Wheat a couple of months ago he stated that when he was spin testing he didn't like anything over 3 turns. Says it got tight and fast after that. No problem with recoveries before then. If a spin develops from stall practice use aggressive recovery techniques and all should be well. Mine stalls just like the rest. Falls off one side or the other but recovery is good with more altitude lost than say a 172. Used to enjoy stalls in a 150 or 140 Cessna. I'd go up and do them for an hour back then just for fun.

You will need at least a UAT with WAAS tied to your C mode transponder for the "OUT" compliance solution. 5K is about right today. What you do for "IN" is a different story as it is not mandated. The UAT that you buy may come with WiFi for "IN" to an iPad (only some do) if you want "IN". Mode S xponders have to have a WAAS source somewhere available. It must be a TSO'd source to boot. Portables don't count. ALL ADS-B solutions have to have 3 things: Transponder (Mode C or S) GPS WAAS source TSO only Some way to talk to the ADS-B towers (UATs or Mode S transponder)

If the price of something is too good to be true it probably is too good to be true! Find out the S/N and who gave it the 810 and call them to verify the unit is indeed not stolen.

From the AOPA here is all you'll even need t know about "Preventive Maintenance" and what the Private Pilot/Owner (both inclusive) can do for maintenance. http://www.aopa.org/Pilot-Resources/PIC-archive/Aircraft-Ownership/Preventive-Maintenance Hope it helps

Well I have flown the twinkie on one at a DA of 7000' and climbed out all though not too fast 150 FPM. If you're not trained and current for an airplane don't fly it. One can always get the 200 HP conversion Twinkie but not at 14 GPH which I can and do get on every flight at 165 to 170 kts TAS. The Comanche gear is very good IF the 1000 hr AD has been done correctly. Not many are. All one has to do is look at the nose gear down lock sprigs to see how good the gear is. If they are original and rusty RUN AWAY from it. It hasn't been cared for properly.

Don't just try and drill out the screws unless you are real good at it. You can buy a reverse cut drill bit to unscrew those stripped heads. I'm willing to bet some won't come out and you'll need to replace the nut plates also after drilling off the screw head. Looks like the light bulb is replaced from behind the spar. .

ICE! That's why I live in Arizona We don't need no stinkin ice!

When is the AVWEB article?