cliffy

OK I'm going to check one more place where I may have put my stash when I moved If its not there then I may need to talk to you :-) :-) :-)

Just a couple of thoughts- It would be interesting to see a study of the age breakdown of those who have landed gear up; Maybe there is a correlation. Secondly, for most, doing pattern work with T&Gs is NOT routine flying. Unless you are a flight instructor doing primary students all the time, your "routine" has changed. You are now in a different world than you usually fly in. We don't usually take off, clean up, climb, level off, slow down, configure, keep track of other traffic, make closely spaced radio calls, etc, all in a short period of time. Its actually hard work to do successive T&Gs! Especially in a complex aircraft as opposed to a Cessna 150. On every landing approach you are now thinking ahead to how you will be doing the next takeoff instead of rolling out looking for the turnoff (a break in routine). A different way of thinking you're not usually doing. Changing your "routine" way of flying! Its a different sequence of events you're not usually in. Distractions from the every day routine flying event. Distractions cause accidents Not to say T&Gs shouldn't be done (I've even done them in 727s and 737s) BUT maybe given a lot more thought for the risk involved. In the 727/737 we briefed thoroughly and we had a Check Airman in the right seat who's "routine" was instructing T&Gs. Never had an issue. Airline flying was actually easy as everything was a "routine" way of doing everything. Issues that caused a break in the "routine" we trained for. Follow the check list and things that don't match stick out like a sore thumb in the "routine". It can be done but it needs a different way of thinking than just jumping in and doing T&Gs. If you are not used to doing it then you'd better give it a lot of thought before you just go out and do it.

Just wondering if anyone has a source for a small amount of Bendix Mag Grease Instead of buying (for $100) a 1 lb can for 2 mags? Doing 500 hr Inspections and need a source. Same with the bushing oil Any ideas? For decades back when, we used plain ol' engine oil and wheel bearing grease Seemed to work well then BUT it would be nice to use the called for stuff.

Don't spend money until you verify the legality with "Mother" the FAA!

BRAKE or BREAK :-) :-) Context matters :-) :-) I think its nice to have Otto coming to the forum from across the world HELLO Otto and we are glad you came here for help !!!!!! Send us a picture of your airplane

Those who forget history are bound to repeat it! Take a look at all the perturbances on a latte model Beech 1900! F Fixers everywhere. The thing is a pig without them.

Flow separation on the aft of the wing? Take a look at any older 20 series Lear Jet and view the vortex generators fwd of the aileron- Had to be there to keep flow on the ailerons What did Ol'man Lear call them? F^&* Up fixers!

Should that statement be followed with a question mark? :-)

The main pivot bolt can be checked while on jacks by moving the nose wheel fwd and aft, There should be minimal play that way If its worn, over size parts and reamers are available to fix it. It also has an updated torque setting to be checked each annual and it also takes a lot of grease if it hasn't been greased in a while. Try to turn the nose wheel left and right and see how much loose play there is If more than a few degrees each way the linkage up in the top of the nose well will need new parts. Also look up the SB on checking the angle of caster in the nose wheel assembly by dropping a plumb bob down towards the axle. This may keep you from taking a ride through the grass some day.

Damn! There are some seriously well educated, talented minds on this forum that can easily bury most of us. Learn something new every day. BTW a D converted to a C is still a D in disguise :-) There were 254 of us at one time.

Someone many decades ago did an ocean crossing after filling all the spaces in the wings and tail with ping pong balls!!!

You can swap nozzles and maybe get a better rotation point for the vent hole.

If the main gear is in the airplane you can use the weight of the plane to replace the rubber pucks. Jack up one side, swing the lower arm down and replace the pucks Then drop it down so the tire pushes the rubber pucks together and put the top collar on.

Its all in the certification costs vs how big the market is. No one is going to invest that amount of money and accept that amount of liability just to be nice to the old Bo owners.

Could be Remember these are all CAREER bureaucrats who are very reluctant to do anything that could come back to them.

As a caution one should read the entire VARMA article (as hot linked in paragraph 1) to understand the hoops one must pass through to get a substitute part approved for use. You just can't run out to NAPA and buy a fuel pump and put it in. There is a procedure and it has to go through the local ACO.

Had my tach replaced with the Horizon electronic tach years ago. I guess no longer in business. Took some time getting used to the numbers bouncing around all the time. The feature of being able to see which mag had issues was nice but not mandatory. Had I to do it again I'd probably stay with the mechanical tach. I'd change the tach cable at the same time. Easy to do at any speedometer shop (if they are still around). Buying used, you have the issue of the hour meter in the tach being set for the last engine it was on.

Jeez- There was nothing like United's program back when I went to A&P school. That's a good opportunity for someone.

Don- I had to do the same exact check ride about 6 years ago. Wasn't fun but it was reasonable. The Inspector was new and doing his first "eye" flight. He almost cancelled because his FSDO wanted him to monitored by another inspector in their office BUT he was gone for the day they scheduled my flight. Didn't find this out until I hired a pilot to fly me to LAS. After I show up and call in he says he may not be able to do the check ride! After I basically "pitched a fit" he got special dispensation to give me the exam solo though not till after I told him I was heavy (airplane gross weight) and might have too download some fuel depending on how heavy the other inspector was. . He had me set up for an off field landing down to 100 feet to see if my depth perception was good. He also said he had to see me actually land the airplane. I too did a greaser at HND He said I knew how to fly the Mooney! :-) I hope after 2,000 hrs Mooney time. After that check ride and a good 3rd Class I filled for Basic Med and have been on it ever since. You'll appreciate it when you can go that route; NO MORE STREES AT PHYSICAL TIME! Just find a good personal Physician.

One item NOT talked about here is that the system is designed to weed out those not so dedicated to doing the work (and correctly) as an A&P can be his own "inspector" for the work he performs. There is a phycological aspect to the training also. Will the applicant actually "police" his own work ethic? As he is on his own. If one is looking for short cuts to training then maybe he will look to short cuts in the application of skills. In my A&P school (1965 - 1967) my class started with about 50 students and "maybe 20 graduated, The attrition rate was high because of the training demands. I have a very good friend who did the "experience" route about 5 years ago. He was required to keep an up to date log book of every job he did in the shop and have it signed off by the shop IA and it was reviewed every time the FAA came to the shop. He is so good I would turn my airplane over to him and never think twice about his work (and I have). As was mentioned- once the certificate is in hand it is only a license to learn. Once YOU do it you will be surprised by the challenges on every job until you get some experience. Its no different than in piloting- All the training in the world can never replace experience!

If you've never been part of an FAA investigation then you may not have a realistic view of how THEY read regulations. I've been dealing with them for over 60 years and have had many good friends among them over those years. And the regulations may get read differently at each GADO/FSDO (yes I'm going back many years)

Learning from the mistakes of others is good BUT it is sharp and precise when "the others" are close friends. I've lost several close friends in 60 years of flying. A 19 year old friend ( I was 19 also) in a "high and hot" accident in a C-150 A renowned Doctor in a Bonanza in heavy icing A newly minted IFR pilot in foul Wx at night A Corsair F4U pilot doing low altitude aerobatics he wasn't well trained for 2 very experienced Jerstar pilots flying into a hill trying to get in, at night, in hilly country An Airline Capt who's airplane caught on fire and went into a swamp There are more. All but the last could have been averted by the pilot. A couple of observations- As Dirty Harry said, "A man's got to know his limitations" and My Mantra- You're not a safe pilot until you have been tempered. You're not tempered until you do something in an airplane that scares the living hell out of you and YOU know YOU did it to yourself. Flying takes on an entirely different aspect after that. If you feel invulnerable- you'll never get tempered. This activity we call "flying" can kill us The sooner we realize that the better. I haven't seen much progress along that line in 60 years of seeing the same stupid mistakes being made year after year after year. The fact remains that not everyone is cut out to be a pilot. On every airline I have worked for there was always 1% or 2% of the pilots that should have been doing something else in life for a vocation. With the pilot shortage now we will see an increase in the 1 or 2% over the next decade.

I flew dual mags on Navajos for years and 2,000 hrs of no problems I IRAN'd them myself in the hangar and never had a problem OR a $3000 bill. A&Ps can do this but won't. Mount them properly and always use new lock washers every time any hold down nut is loosened and there should be no problems. That was my experience and I wouldn't hesitate to use them again.

https://www.faa.gov/documentlibrary/media/advisory_circular/ac 20-62e.pdf In my reading of 7 I dentification of Replacement Parts - 2 Used Parts Identification I read that trackability is needed

The above is correct Check 91.413