bradp

From their end it likely comes down to the AD search being much more painful without the physical copies. And yes they can hold your logs for ransom or what not. However - if you have an AD list that references what pages in the logs you can find the compliance info for airframe, engine and accessories it becomes much easier for a new IA to ensure that they're all complied with.

It may be considered a minor modification by your IA to rewire the gear indicator to its own rheostat so long as you have your floor indicator as a lit backup. Never hurts to ask.

You can tow 10 of these other sports cars. My daily driver is a 99 jeep Cherokee with 230k miles that I'm limping along. Bulletproof engine. Differential and torque converter getting a bit .... iffy. I'll probably keep it to tinker when the realities of needing a reliable family car come crashing down. My fun car is an Acura RSX with a 200 hp engine, decent enough handling, and good fuel efficiency when you want it. It's like an E-model Mooney. Just try putting a 3 year old in the car seat in that ... I tore my rotator cuff doing that.

Would someone experienced by able to explain in detail what the wobble test is actually measuring? My impression is that it is measuring the ability of the valve stem to move laterally within the valve guide... The problem with our lycoming valves is poor distribution of oil to the valve train and poor dissipation of heat. The oil on the valve stem / within the guide becomes coked and carbon deposits form on both guide and stem. By this account, I'd expect a tolerance for how much lateral movement normally occurs at the key end of the stem: too little movement may indicate coking and would limit proper oiling. Too much movement may indicate that the valve guide is worn. Is this the correct reasoning? Second question- why and how do the valves rotate during each closing? If DXB does have build up of carbon on one face of the valve, does this indicate a lack of rotation of the valve or corrosion along the specific part of the valve seat? How can EGT data Point to a problem with an exhaust valve?

They did mention something about surveillance video... from that it's possible to measure speed given two landmarks and a yardstick

Seems like a few people are just plain venting on this thread. Pull it back to facts please. Also reminds me of a family trip when I was young. It was foggy and my dad literally drove the station wagon right through the Canadian border crossing. Canadian police / border agents do carry scary looking weapons. :-)

I believe that aircraft was found to be flaps up gear down. We've referenced the significance of flap position in the other thread about this crash. For my J I cannot climb on full flaps safely if max performance is needed. I can climb without flaps much better than with full. I wholeheartedly agree wth mooneymite on this point @GeorgePerry George it seems like this would be a good topic a video as it really hits home at LOC during low level maneuvering. I recall that a Florida Cirrus accident was previously profiled... might. Like an SAT analogy ... Cirrus: Stall Spin base to final:: Mooney : Approach speed control. Had this guy not had a prop strike would there have been sufficient power to climb out of there? Unfortunately there are videos around of planes climbing out after prop strike. Maybe another learning point from this should be if the prop is hit it's almost certainly better to quit. -B

Cool news. Great news for thrb100LL fund. also - what's the tail logo on Charlotte? Is that an Aerostar with a super fancy paint job in the background? -b

Yeah I think I recall that's where they are putting the standby AI in the new acclaim ultra

Is it center stack above the GTN?

George didn't I read an AOPA article recently about something similar. Talk to Dorn at Henry Weber - he did the 337 for that vacuum system removal on a plane that didn't have dual alternators.

Living room ... dining room... kitchen. Scratch that last one. No cooking in the plane.

A bit of a project but a fun one. Made a little wiring harness to run 8 Nulites. Testing them out was a lot of fun. Will end up having the standard six pack and the tach/MP gauge lit as well. The current draw I haven't yet measured but is quite minimal - i tested all 8 together on a single 9V smoke detector battery. Fun stuff. Except gotta wait till mechanic returns from vacation. @cnoe did you reuse existing screws or get new ones that are the ~1/8" longer? Thanks b

TKS would be a nice "out" in the non FIKI setup and worth the loss of a few it's if it made a few additional trips per year possible (i.e. Going through a layer without busting the "law"). Turbo - maybe two of em- would be my ideal FIKI solution. If I was going to stay in Pittsburgh for any additional time, I would sell my plane and go for some sort of a FIKI bird. The combination of lake effect clouds and temps makes for 5 months of the year where cross country flying is marginal. There's a reason why every Air Safety Institute video about icing is either in the PAC NW or references the Altoona VOR.

An attitude indicator only version (no HSI or other supplemental data) has an STC including M20 models.

Re the ground turning tendency only - my mechanic noted that my wheel bearing were overtorqued at last annual. He repacked and torqued to spec. It was notable how much easier the plane rolled after that adjustment. He mentioned the only thing that over tightening wheel bearing does is guarantee you'll need new wheel bearings in a few years. Rolling ok on the ground? No scraping noises from brakes or bearing? the only reason I bring this up is wheel bearings are part of the annual.

I use 100% cam guard. The cam is perfect but the crank looks like shit.

When I was at LP aero factory picking up new parts, I got a bottle of acrylic polish. Not sure of the formulation but it worked well taking off some misapplied sealant and left the windows great looking. It was 20 bucks and will probably last a very long time.

I noticed my number 2 (IO-360 l) was running a bit cool... on Gami spread it now peaks first and goes deep LOP when the other guys are sitting in range. In flight LOP mag test was unremarkable. In all likelihood I'm on to chasing an induction leak or FF discrepancy for number 2. I'll let you all know how it goes.

Same here. I have a chunk out of the slot that the center tubing goes through that is held together with screws and splits. Looks ugly as all get up... was thinking about having repaired and recovered.

Re pledge I've used it and it works well and does not seem to harm the acrylic. Down side is that it leaves a film that requires polishing if the ambient temp is a bit low. Take bugs and other schmutz off with soap and water. Microfiber will make micro scratches. If possible use cotton flannel - you can get it for like 8 bucks a yard at JoAnn fabric and it's the softest most scratch free thing I can find for the widnshield.

That was my first thought when I saw the picture... why would anyone build a hangar out of 2x4s in an area that has all those blue hurricane evacuation route signs on every major highway and gets T storms 12/12 months per year

Oh I got a hot and heavy version that my wife would not appreciate. Glad the hacker is canned.

Thanks guys I appreciate the help. _brad

No mention of VFR traffic advisory service from Harrisburg so far in this thread - except that both pilots were not using it. It's not so big a sky. Use /all/ of the tools at our disposal.