cliffy

There is also the caveat of "obtaining ALL information available for the proposed flight" by FAR. I'm just wondering who would be found at fault (I know I'm trying to untie the Gordian Knot here) if two planes met at the intersection and one was on the "preferred" runway and one wasn't. We have actually had 6 lined up for takeoff with another (7) just airborne on 33 when a tour operator called base to final for 15 and all wisely waited while he stated he had the right of way because he was landing. I think there is something about using the "established pattern".

rbp Absolutely true!

Anyone ever look in the AFD and pay attention to the Designated calm wind runway info at uncontrolled fields? What is the priority for landing going opposite directions? With straight ins both or 1 doing a pattern? We have that here (KPGA) but no one even knows what the designation means. We have 1 runway and a free for all each way for landing on calm days.

Just a question-to the OP- did the other guy ever speak directly to you? If he didn't he may have never heard you even though he was transmitting(volume down etc). Out here we have a non-towered airport in the middle of no where. We will have a G5 on a downwind 5 miles away from the airport, a J3 on downwind 1/2 mile from the airport. 6 or 7 C207 tour aircraft lined up on a 45 (all for rwy 33)and a commuter B99 doing a straight in (VOR APP ) to runway 15 opposite way. I've seen it happen. Even get NORDO planes in herein the summer. YA gotta keep your eyes open. I got another question but I'll start a new post.

Like I said, I'm not telling anyone how to fly there airplane, only bringing forth the legalities of maintenance actions. As the OP opined, "there's nothing wrong with flying it that way-IS THERE? Chances are if I were a fuel stop from home I might do the same thing you did and accept the legal exposure for one more flight. To just placard the panel that the vacuum system is inop and continuously fly that way for days with no other actions is another issue. I know it seems like a minor point AND it would probably never be an issue but even placarding the step (it would hang out and as you taxi in) IF an Inspector saw it and IF he knew what he was looking at he might wonder about the correct sign offs. I've know a couple of anal retentive Inspectors in my time. I agree. its a very long shot that anything would ever come of it but it might be nice to know for those who don't for sometime if the future.

I don't think one would get away by saying the vacuum pump failed (no vacuum showing on the gauge) and that in itself was "deactivation". You would be operating an engine with a failed component attached to the gear case without any investigation of just what failed. Was it the pump? Was it a failed or blocked hose? Just what was it? What failed was the pump, how did you deactivate that? You would be making an 'assumption" not based on fact. Now if it was the pump drive that failed, why did it fail? Internal vane failure? Who knows but you still have pieces spinning in close contact with each other on a gear case. Don't think any Fed would by off on leaving the pump in place and calling it "deactivated". Deactivation in this context requires some kind of action not just a static or passive concurrence that the part doesn't work. Now if the pump was removed the vacuum system will be "deactivated" and can be placarded as such. Along with anything connected to the vacuum system- vacuum step, autopilot, roll stability system, vacuum gauge and lights, etc.

ELTs come under FAR 91.207 Removing them and operating the airplane is allowed as long as it is done IAW 91.207 (shown below). There are specific entries that have to be made in the log book, a placard must be installed in full view of the pilot and it can not operate longer than 90 days in that condition. As far as instruments required for IFR or VFR flight, they are specific for that condition of flight BUT if they are installed (IFR instruments) they must be in good working order, They can not be just sitting in the panel INOP even if you are flying VFR only. The FAR on "INOP Equipment" takes control. Say you have an ADF or an Autopilot that doesn't work- LEGALLY speaking if you fly it that way you are in violation of the FARs. Now we all know that there are many planes flying with in just that condition BUT it is still against the FARs to do it. Ask yourself this, "would you take a Check Ride with a Fed as the Examiner, in your airplane in that condition?" Like I said, "how much legal exposure are you willing to accept?" (10) An aircraft during any period for which the transmitter has been temporarily removed for inspection, repair, modification, or replacement, subject to the following: (i) No person may operate the aircraft unless the aircraft records contain an entry which includes the date of initial removal, the make, model, serial number, and reason for removing the transmitter, and a placard located in view of the pilot to show “ELT not installed.” (ii) No person may operate the aircraft more than 90 days after the ELT is initially removed from the aircraft; and

It might be stretching it a bit for a Mooney but an MD-80 crashed a few years ago all because they used the wrong grease on the tail trim jack screw. In some cases it does make a difference what grease is used.

I should have added that it makes no difference if you have a stby system or not. Be it Precise Flight intake vacuum system or a real electric stby system. The main vacuum pump has failed. That constitutes a failed piece of "equipment" that needs to be fixed or differed by MEL. As was noted, the Precise Flight stby system will not work at full throttle and/or higher altitudes. In its own paperwork on "Limitations" it can not be used for departure as the primary vacuum source. It all boils down to how much exposure you want at legalities and now that it is posted on a public website your intentions to knowingly break the FARs will be seen by many. Who knows if the Feds monitor this website? I certainly don't. Your exposure is even more now. Not telling you what to do but just bringing up what the realities of the action are for your consideration before you do it.

Flying with inoperative EQUIPMENT AND/OR INSTRUMENTS is not as simple as first meets the eye. Without an MEL specifically written and approved for the particular airplane (by N number) strictly speaking if it isn't working you can't fly it. This can even be stretched to include the cigar lighter if you have one. The rule says "ALL installed equipment must be operating OR differed by the use of an MEL OR removed/secured/ and noted in the maintenance log book (including any weight and balance calculations needed). Whether or not harm would come to the inop equipment has no bearing on the issue of legality. Now, that being said, unless you get ramped or have an accident who's to know BUT do you want to take that chance? Also if you make note of the failure in your log book and then make another flight before you get it fixed it's in your books and can be found at any time. Again, is it worth the exposure? See Sec (a) below: Inoperative instruments and equipment. Sec FAR 91.213 Inoperative Instruments and Equipment (a) Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met: (1) An approved Minimum Equipment List exists for that aircraft. (2) The aircraft has within it a letter of authorization, issued by the FAA Flight Standards district office having jurisdiction over the area in which the operator is located, authorizing operation of the aircraft under the Minimum Equipment List. The letter of authorization may be obtained by written request of the airworthiness certificate holder. The Minimum Equipment List and the letter of authorization constitute a supplemental type certificate for the aircraft.

Is it possible to get a clear picture of the outboard rear tip area? Just looking to see if there is any damage there as I may be interested. I have to check part number for my 64 D/C but it looks to be a match. If you had both I'd be interested also.

Ran into this many times when a Check Airman for a couple of airlines. We called them 'sutopilot cripples) and anyone can fall into the trap. From the Ace of the Base to the bottom flyer. I tried real hard not to fall into that trap by hand flying each 3rd approach. Another factor is that we flew 30 or more approaches each month. Many of us now do not (me included). As my actual IFR time and IMC approaches are just a fraction of what they were my own mins and limitations take over, Another very real factor to consider is the gradual decline in cognitive response as we go past 62 - 65 years of age. It's different in each individual but it is there in one form or another

Money spent on something "more important" that 3rd class medical reform or a Part 23 rewrite. Maybe someones buddy needs a new department to run before retirement. If we all remember TSA right after 911 when they were formed it was explicit in the legislation that they would never have badges (badges, badges they don't need no stinkin badges) AND they would never be unionized. Both lies! Now not only can't young kids even get onto most airports like us old farts did BUT now they will have to have Federal papers to build and fly model airplanes - I see this coming

I think I remember reading that the Datum used by our GPS's does not coincide with "sea level" It's an electronic datum (close but not exact) Altitude displyed may be close to actual MSL but it nay also drift at times with the signal received from the sats. The altimeter has its own adjustment in the Kolsman window to match the Kolsman indication to the correct altitude. We used to be able to adjust that but no longer. Only done with test equipment now and it has legal limits on how far it can be adjusted before the altimeter has to be pulled and overhauled.. The encoder also could be replying incorrectly and can only be tested by a shop. 3rd could be a leak somewhere in the static system. Quit possible with the old plastic lines we have in Mooneys. The only way to really correct it is to have a Pitot/static/encoder IFR check done by a reputable shop.

Back in the day when I flew model aircraft we flew free flight models (no radios or wires) to 300' to 500' agl. Occasionally one would get to 1000' or more in a thermal and this was right on the center line of KVNY about 1 1/2 miles south of the airport. No one ever had an issue. The big problem now is that the quads and some airplanes have stability autopilots so anyone can fly them. Some people are smart some are idiots.

It's a full time deal. They want someone living in town all the time as some of the trips (even the Pt 91 ones) are sudden pop ups. They will always probably be looking as they expand so check back later in the summer with them and see what they might have available. There is another option that might be available here. One of the lake tour operators (American Aviation) flies C 207s and might work out a part time deal with you. They fly around the lake on 1/2 hr tours. Maybe 4 to 8 a day per pilot. They have I think 8 207s. They are always looking for pilots as it is a seasonal thing and a time builder so most don't stay around more than a year or two. Give then a call. You might ask for Bob Logan. BTW, thank you for serving our country!

That sounds good.When I had mine apart the first time they hadn't been apart in 30 years. It was nothing but red jelly inside. Bet you have good brakes when you're done.

Hopefully he has more than the new pictures.

I guess you guys have never played poker. Someone tossed a grand into the pot. You want the pot, you gotta top that! :-) :-) Actually all this gaming aside, I'm seriously interested but the OP hasn't been around. I wish he'd get in contact.

AZOutlaw When was the last time your wheel calipers were apart cleaned and new orings?Cgeck your log book. If it has never been done now is the time. Not difficult not expensive, Do you have the tools to rerivitthe brake pads on or will you A&P be doing it?

PM sent to you

4500'? Damn, I'd be only be 900' above the water here! :-) Ditto Sabermech He's got a great looking project going!

:-) :-)

I'll go $1,000 if its all there Cliff

Lets start at the beginning- When you press both brakes are they both hard and near the top of the pedal push? Does either one of them slowly bleed down as you keep pressure on? Is either one of them soft and spongy? The reservoir is not a "closed" system. It has air at the top and with the can on the ground fluid will drain back out of the line bringing air with it. Have the wheel cylinders ever been opened, cleaned and new orings installed? How old are your flexible brake hoses at the wheels? How old are your brake pads? What condition is your brake disc in? Is it too thin from wear? When you bleed the brakes do you have any air coming out with the fluid? All these have a bearing on how well the brakes work. More information is needed to help you.