takair

Since you have an old federated system….individual intercom….and the intercom also failed….I would lean toward the ground….. The downside is that this is likely at the back of the radio rack and hard to access. You might start t shooting by having one person with headset on and another “jiggling” things under the panel. These can be frustratingly difficult. In some cases I’ve re-wired to ease the pain.

What equipment do you have, radios, audio panel, intercom? If you lost intercom too, I would be looking at a common failure like the audio panel racking or common ground point that is often used with audio systems.

@Kevin Westbrookfrequents the site. Here is a shout out. I’ve had my 430 driving the system for years. Works great. Start scanning eBay and MS for parts.

Consider contacting the manufacturer and see if you can get warranty. I want to say Spruce managed it for me last time. It is really frustrating that this continues to happen…

Are you looking for repair work? One of Britain’s techs, Kevin Westbrook, still does a bunch of repair work for folks. One can also still get paperwork from them as recently as a few months ago. Let us know what you are trying to do and we will help find an answer or point you to the right person.

Just to rant a little more. I’m not convinced that basic under inflation causes it. On tail wheel aircraft many of us run intentionally “under inflated”. I don’t believe they fail at a higher or lower rate. They certainly do not tolerate a pinch well, but I still believe that manufacturing is a bigger root cause. I’ve also been suspicious about the initial packing. They come folded from the manufacturer and I would contend the folded corners create a weak spot not unlike the pinch they tell us to avoid. Not sure how to prove or resolve this unless they store and ship them with light inflation. Anyway, take a close look when you get it off in case it is a simple pinhole defect. In each of my events I took off inflated and landed with a flat and it was an incredibly small hole and not hint of leaking prior.

There are a few threads on this topic. Could be a pinch, under inflation or another crappy tube. Take a close look. I’ve had three of them with pin hole leaks that were not caused by a pinch. The tubes simply seemed defective and seemed to lack adequate wetting of rubber when manufactured. Last one was less than a year old. If it can be shown to be defective, get in touch with the manufacturer. Mine was replaced. Also, do a service difficulty report. For as much as we pay for these things now, you would think they can get it right.

I didn’t understand the point of the question until later…I now understand the emphasis is on “active” vs “clear”. I think I usually say clear of XY. I might say “active” if there are planes in the pattern and it is clear what the active is, but to your point, why not say the number? I will certainly consider that in the future.

Didn’t know it was unapproved, but I find “clear of the active” useful at airports where there is a hump obscuring the opposite end of the runway.

Regarding opening the doghouse, I’ve considered this but….the models with open doghouse seem to have a reinforced upper cowl. Perhaps someone with open baffles can take picture of the upper cowl next time it’s off? I suspect mine would tend to bulge and crack without some reinforcement to accommodate the extra pressure?

13-15”MAP segment A to get to 120MPH at FAF. Gear down just prior to FAF. No flaps until runway in sight and then as needed. With manual gear it is one less thing to have to account for if going missed. I like how the plane feels on approach when faster than flap speed. (100MPH). The other day we got turned off final for having ground speed of less than 50kts. Came around for a second one and they wanted 180 on final or they would have to turn us off again!? We offered 120kt but it was not sustainable and lead to an unstable approach since we had to transition to gear speed on the glide slope. Made it, but it was one of the worst approaches I’ve done and reminded me that one needs to be firm with “unable” when ATC is demanding unreasonable things. They just did not recognize that the headwind would slow everybody the same amount and were using people downwind speeds as reference.

A few more details narrated in the controller’s award ceremony….

This thread has the discussion and service bulletins.

As I recall, there was some service bulletin for C models that added the plate. I think I posted it in another thread some time ago. The intent of the plate was to keep cooler air from cracking the exhaust on #2 cylinder, but I suppose it could help the oil temp. I found that sealing the top and bottom of the cooler helped a little. You will likely find that there are gaps there.

Looks like the event posted in the video by the OP took place in 2015, so the registered owner may not be the current owner or pilot….. https://www.natca.org/2016/03/14/jeffrey-schuler-new-york-tracon/

Personal preference, but I like to have a lot of up elevator trim going into the flare. You have to be prepared to push on a go around, but helps with the flare. Try some landings with reduced flap setting too….makes it a little easier to hold the nose off and you can work back to full flaps. What is your nose tire pressure? Maybe a little lower tire pressure will keep it from bouncing?

Ross…might take a look at the bottom of the cylinder near the thermocouple. Would look at things like exhaust leak, the inter cylinder baffle on the bottom between cylinders, and the wire/springs that pull the front and rear baffles together. Broken wire might allow the baffles to not wrap around bottom of the jug. Flow in climb may just be different enough to cause issue in climb and not cruise.

I sent a bunch of emails…did you get them?

I thought I had these, but realized you were responding to this thread and they are no longer attached. Let’s send an extra note and see if @Browncbr1 will visit and may still have the PDFS.

What you are looking at in the picture is one rudder and one elevator servo. 00- is correct, they should separate at the link…they are pinned or bolted together.

As I recall, there is risk of damaging the rubber since the nut is on the back. Might be better to disconnect the good one only at the idler (bell crank).

Can’t pick multiple options. I’m partners in a Cessna 140 which has been a blast. I bought into that to build tailwheel time for the Pitts I’m restoring. Just starting to recover it. Also doing some instructing which I really enjoy. Would love to pick up some more right seat time in a turboprop or jet. Would love an Aerostar like schllc has or some STOL machine. Still have a bunch of RC planes too. The list goes on. Time and money are the main hurdles. Money would buy me time. Major donations or lottery winnings would be welcome.

I agree, it seems like an overkill solution with too many downsides. In the situation I’m familiar with, the mechanics were servicing a janitrol heater which somehow shot flames out the exhaust and triggered the system. There was no “real” fire, nor do I think there was a risk of one. I think they were all company freight planes in that hangar, likely under-insured….so the motivation to keep them flying may have been different. Does any other industry use this system? Factories…etc?

I believe it is just expensive cleanup. Might approach total if the airplane cabin doors were open. I know that the FBO I worked for years ago had it happen and all of the airplanes were serviced and continued to be operational.

Unfortunately, the diaphragms in the dynertial and alt hold age, stick, and leak. To test the system, trim the aircraft in level flight. Turn the dynertial (pitch) on and retrim for level flight. The indicator may or may not be level. It should not take a lot of trim. Assuming you can trim it, turn on altitude hold. It should stay fairly level. If not, retrim. It should again take little to get it level. If you send me a PM with your email, I can send you a detailed test, based on my interpretation of the manual. You can attempt adjusting the centering on the dynertial, but more than a turn can damage the unit.