cliffy

They might have a much better tax situation if it is leased

Can't pull negative Gs with a diagonal harness. :-)

Agreed, apples to oranges and I still feel the "non-installed" design has merit. I would want to make sure the stitching met TSO standards but other than that it ain't a bad idea at all. I did like 5 points in Boeings! :-)

I once flew as 737 FO for a past leader of the Thunderbirds We left KDEN and were given a "cleared direct to xyzab intersection". As we only had 2 VORs and nothing else this caused me some concern and as I was contemplating my next ATC call I saw he was counting on his fingers. I said, "what are you doing, some of that Air Force radian sxxt?" He said yes and turned about 15 degrees right. I said, "well, just don't get me busted". We hit it right on the head about 30 miles later. I'm still at a loss as to how he did it.

You need your K factor correct to show not only fuel used but fuel flow correctly. As was mentioned, a wheel spins and "cllicks" as fuel moves past it into the engine. Let's say that 100 clicks of the wheel actually equals 1 gallon of flow. You tell your FF gauge that 100 clicks (the K factor) equals 1 gallon. Then your fuel flow and your gallons used will be correct. If your K factor is set to say 110 "clicks" per gallon then more fuel will have to pass the wheel (10% more) for the gauge to show 1 gallon BUT you will have actually used 1.1 gallons so when you refill your tank you will need to add 10% more fuel than your FF gauge showed. Just the opposite if your K factor is set low, your gauge will show more used than you put in your tank. Check your manual and reset your K factor. It may take a few flights to get it accurate. In 30 gallons mine shows only .1 or .2 (tenths) of a gallon off actual burn.

Waiting to hear back from the "old timer" but this is something I want to learn about. Lost my MP once due to broken 1/8" line Makes no difference to as I'm full throttle or pulling back for landing :-) I may also have a contact for the drawing on the line but it might take a while to get it.

BTW you did a damn good job of diagnosing the situation and getting on the ground safely. Congrats!

Directly from an FAA FAAST team meeting He did comment that not all the mid-airs were fatals and he was from the PHX area. Not all mid-airs result in crashes with fatalities. I know of one where a 180 main wheel bounced off the wing of a Bonanza and both landed safely. A good friend of mine was involved in it. He commented specifically on owner induced accidents due to owner (not A&P) maintenance. And he specifically said it pertained to AZ only.

By washer I was referring to the clamps. My boo boo. Some mags have very thick washers and some have stepped clamps. jetdriven does it again :-) Cad plated star washers as shown.

Lear, C140 C182 Navajo all made in and out:-) Don't know about the the DC-3 as I moved out of LA 20 yrs ago. BTW, a DC-3 was the first airplane I ever flew.

Take a plug out and make sure you have compression on #5, check both plugs and then check the fuel injector for clogs. Did you notice anything different on the fuel flow?

Our local one is $85/hr if memory serves me right. I'll check on it tomorrow if I get to town.

Here in Arizona the top 2 causes of airplane accidents are? 1) Mid-airs, yup mid-airs 2) Maintenance, preponderance of "owner maintenance issues," not certified shops!

Paul, I don't know how one could do that. Don't know of any STC to do that.

Clarence +1

I guess being there in a Lear Jet years ago doesn't count :-)

Nuts don't change but jetdriven has the answer again! :-) 7/16 internal star lock washers (AN aircraft quality only please) 1 lock washer per nut, 2 nuts per mag. A special heavy washer goes on the stud after the mag goes on, then the lock washer and then the plain nut.

I have several hours in Redbirds. They have a letter from the FAA authorizing the 6-6 approaches to be logable SOLO in the sim. Logable just like doing IMC approaches solo for real. I've seen it. Ask for it at the sim. It should be in their sim install package of papers.

Here's a link to a chart I found that is about as current as I can find anywhere. One thing I noticed was how specific the WAAS source was in each unit. All WAAS sources don't have approval for all ADS-B units. It's very specific. http://www.faa.gov/nextgen/implementation/programs/adsb/media/ADS-B_avionics_status_&_upgrades_04-03-14.pdf

This is interesting as I've never heard of it before. At first glance I would think the hole would affect the MP reading at lower MP setting. I would think it would act like any other induction leak but would have a direct effect on the MP gauge reading. I'm going to ask a real old timer A&P friend of mine if he ever heard of such a thing. Interesting, very interesting.

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