cliffy

We have a Cirrus here that does training and I watch all the time as they do T&Gs, Its ALWAYS slam the throttle forward and I listen as the engine/prop combo cycle thru about 3 cycles of trying to come to a stable RPM. Waaa-waaa-waaa as the prop tries to catch and stabilize the power delivery. Slamming the power fwd only causes control problems and engine/prop wear and tear. Its not necessary.

To throw a monkey wrench in the works (or is that too old of a phrase?) I don't quite understand the reluctance to well planned touch and gos even in Mooneys I used to do T&Gs in 727s and 737s and not in the sim! Same with low approaches to a go around. There is nothing inherently dangerous about either. Let's call it what it is- What we have is a competency issue. Not enough experience or training to competently handle the airplane in any reasonable situation. And as I have said here previously- many of our accidents are nothing more than too much airplane for the trained level or experience of the PIC. Its sometimes hard to swallow the truth pill.

I was using a mic on parts coming off an automatic lathe when I was 10 years old!! :-) :-) At 8 I would sit for hours at a flat belt Buffalo drill press drilling holes in scrap aluminum blocks while my Dad ran the machines in his production shop. Got rid of his last lathe 2 years ago.

Inside calipers, outside calipers and hermaphrodite calipers are what I grew up with as calipers (two legs each, each with a different job- for ROUGH sizing and scribing only). Caliper looking like verniers without scales were a kid's tool box item Just the way I was brought up in the machine shop. AH I love the smell of Black Cutting Oil in the morning. :-)

Unless you put yourself in a dangerous position max power IMMEDIATELY in most cases is not needed As I mentioned smooth application of power necessary to accomplish what is needed. If you don't need full power why go there immediately? You don't need to put yourself into an uncontrollable situation just to make a go around. But YES you will have to maintain so semblance of control with trims out of place. It may not need MAX power initially to arrest the sink and gain some speed This is where I differ from what is taught today for go arounds. We teach it as if its an emergency and its not in the vast number of cases and pilots get scared of it because of the way we teach it. You don't have to slam the throttle to the firewall to start a go around. Do it smoothly and in stages. Even at mins IMC smooth application of power (less than max) will arrest the sink before going below mins and smoothly retrim and apply more power as you continue the go around. Practice it sometime at altitude Set up a normal approach and then try smoothly applying 1/2 or 3/4 full power, pitch to slightly nose up as you accelerate, retrim and then add more power and retrim some more. Do it smoothly and with patience.

Yes I agree with the above except in "old school machinists world" they were just called verniers before electronic scales came to be. I was corrected several times before I got the idea. This was back in the 50s

AND its a "vernier" NOT a caliper A "caliper" is a different animal all together. As was beaten into my head by my Father who could make any (and I mean ANY) machine shop machine sing and dance and did so for 75 years.

On a go around its only the first 100 feet or so that (for the most part) actually matter. Get above the trees and wires. Go arounds are not and emergency maneuver. They're just a takeoff from a few feet above ground (unless you put yourself into a dangerous position in the first place-(too low too close to the trees) The difference in height or time/distance to 100 feet with the wheels out or in is small and there are not many people who can fly that precisely where it would make a difference AND if there was THEY wouldn't have put themselves in that position in the first place and IF that much close performance was needed to use a particular airport maybe a reassessment of ones skill set is needed before that operation. It works whether its a Boeing or a Mooney Careful application of full power, full RPM and rich mixture (unless high altitude) smoothly fly the airplane to accelerate to climb speed and by then you will be at or near 100 agl so calmly retract flaps to T/O position, retract the gear and then retract the flaps on speed. Calmly and with smooth application of controls Its NOT an emergency maneuver, its just a takeoff when you are already at flying speed. Don't make it more than what it is. And NO I disagree that the open wheel wells will make that much difference at 80-90 kts speed up to 100 AGL. The gear IMO just doesn't have that much drag at low airspeed to make that much difference to 100 AGL

How do Cessnas ever make a successful go around by leaving their gear down? They all must crash at the end of the runway because they can't climb with the gear hanging out.

That looks like a prop protractor in a different form (they all work the same, gravity is always perpendicular to the surface of the earth) Never worked with one of those above but have used a bubble protractor a time or two Works the same way. :-)

Anyone who can't keep their Porsches straight doesn't deserve one ! :-) :-) Had an 82 911 SC here at one time GREAT vehicles Currently driving an 86 Rolls Royce BUT this has nothing to do with the thread so Back to our normally scheduled program- AeroCruze 100 sometime in the summer? Hmmm OK I've heard that before also We'll see Interesting that BK didn't do any of the work themselves

If Mooney MM gives out a 100 hr Inspection sheet for that and annuals yet many perform and Annual to Pt 43 how does that figure into this discussion? Pt 43 is not in the MM yet the FAA allows an annual to be signed off without using the MM form and scope? Now there is the requirement for all Repair stations to sign off all work with a notation of the affected MM section- "per 32-25-33" or some such notation but where that "requirement" is not pressed on to non Repair Station A&Ps out in the field. Most FAA types would "like" a reference to the appropriate MM section for all work performed but it is NOT a requirement outside a Repair Station environment (121,135, 125, included) .

Do Cessna 150s have/use travel boards to check throws every year? I don't know as I haven't worked on one of those in 40 years. If not how do they get checked to the numbers in the TCDS?

Lots of room to expand if the next owner needs to Just wanted to be different and match my car instrument panel with the birds eye maple panel here THAT IS COLOR COORDINATED WITH THE INTERIOR COLOR PALLET :-)

Its alive with minor tweaking of speeds and numbers to go. No smoke issued from behind panel! Bad picture due to hangar door open and glare. What you see is the final panel installed. Flight trials later this week.

I'm all android :-)

Game, set, match! Point taken. They shouldn't be working on airplanes in the first place! The lack of knowledge or skills is appalling in several A&Ps. Just look to how many mags have fallen of due to reusing lock washers. I've seen many where one look at the lock washers and you know they haven't been changed in many years. This is just one small item of many issues that have come through the shops I have been affiliated with. Had a Mooney come through where it was 60 days out of annual (in for a loose stabilizer, 1/2" movement fore and aft, bad hinge bolts) but we found that the gear wouldn't come with in 4 inches of being in the wells (wrong gear motor installed!). How does this even get signed off? First time inspections are always interesting.

What's the best "service" to consult to get good info on tie downs and other services at airports on cross country flights? Planning some long cross countries and looking for new ideas for airport tie down fees and info to include near by food or hotels. Anything new out there ? AOPA Airports is less than helpful, same with Airnav Who else is there now?

If you don't like pushing the red line and then pulling a lot of throttle out or its a rough ride, just push over and reduce your power to keep what ever power you had at cruise. If you had 19 inches MP at 10,000' just keep pulling it back every 1,000' to maintain that MP. Your speed stays controllable. you get a reasonable decent rate and the pattern speed will not be a problem. Our little NA 4 bangers are not too susceptible to shock cooling but those with counterweighted cranks need a little smoother hand for power reductions. As was said- that little power thingy next to your knee does wonders.

In reality you only really have to do the AD on the engine aft crank gear to reuse the engine. How much time was on the engine? How long ago was it overhauled? How good are the overhaul records Lots of decisions to reuse it but it is an option. I know the arrows will fly but that really is all you need on the engine. The prop of course is another matter. By the blade angles it looks as if it was at idle when it started plowing the ground. Shields up!

Before you commit to repairing your gage be sure to check to see if it is in a cluster that has all 6 as individual removable gages or if it is early enough it has all 6 tied together. If is 6 tied together they have to overhaul ALL 6 at the same time. Can't just do one. Cost? $$$$$

One of my pet peeves! EVERY A&P learned how to service mags in school. H*)) I learned on a VAG 9 mag and big mags on R-2800 Radial engines with compensated cams. Used to do lots of double mags for Navajos on my shop bench and NEVER had one fail. Now they all turn out to be nothing but parts changers after schooling. Mags have been around since the late 1800s. Nothing MAGIC about them. Maybe I've just been around too long but any A&P that can't do a 500 hr check on a mag is doing a disservice to his customers. It ain't rocket science. BTW, reading maintenance manual requirements is a learned skill much like understanding MELs (Minimum Equipment Lists) on big iron. One has to read very carefully to determine just what it is saying. NOTHING in the manual says it needs an "overhaul" at 500 hrs. An OVERHAUL is an entirely different animal in scope than a 500 hr inspection. Like what was mentioned- some particular tools and a tub of the correct grease and any A&P worth his salt can do a 500 hr inspection. AND it should be done every 500 hrs.

One could make a board and clamp both elevator counter weights even and faired with the fwd stabilizer profile The board would have a larger notch for the leading edge of the stabilizer and a fine narrow notch for the trailing edge of the elevator in a cutout of the board The distance between the notches would allow the board to set about half way out on the span of the stabilizer. If the top of the board was parallel with the line between the center of the notches then a protractor/level could be set on top of the board and IF the airplane as sitting level fore and aft all one needs to do is move the trim wheel to set level on the elevator/stabilizer assembly One could then add a stub to the board at the aft edge of the stabilizer (not elevator) to maintain the fwd top half of the board parallel to the previous centerline and remove the tail end of the board THEN one could easily move the trim to 3 1/2 degrees elevator LE down for checking the bungee deflection angles after removing the board assembly by using a Devil Level or other angle finder taking into account the slope of the elevator aft of the hinge line. Throws either way can be divined along with stab trim settings. Shields up!

"If you can make enough mistakes without killing yourself you might make a decent pilot someday" Author known but not reveled.

The slope is getting slippery here_