takair

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.

Gabe….consider two things. If a hose fitting starts to leak, it may not be an obvious fuel leak, but could draw air at the pump. As DA changes and fuel temperature changes (you mentioned cowl flaps), the point at which it draws air might change. Might be good to have your mechanic look at the condition of the hoses, especially on the inlet side of the pump. Another thing…is it possible the cowl flap linkage is actually interfering with the fuel line and opening the flap causes….not temperature change but physical. Been a long time since I worked on a K, but my minds eye can see some areas I would want to look at. 12gph to 6 is significant…adding boost pump provides some head pressure to the engine pump, but it may be masking something and it may get worse to the point of a fuel leak…which is especially bad on a turbo.

Did this start suddenly? After work being done? Would start by looking at potential leaks to the inlet of the pump. Inlet orings and connections. They may not show aggressive fuel leaks of any. Also. If work was done, check for plumbing, especially to inlet of pump. Look for any and multiple 90 degree fittings. Aircraft are especially prone to this if fuel flow sender or hoses are new and someone decides they want nicer routing by adding 90 Fittings in place of straight runs which take up room, especially in a K. Pictures of the engine compartment might be helpful in this case.

Can you post a picture? You sure it’s not an impeller blade itself?

I believe I have an old ad still with a TC for sale that I bought as a package from someone else. Also, Kevin sometimes visits here. @Kevin Westbrook

Website service has corrected the issue. Thanks for pointing it out!

Just noticed your plane is a J. Just to be sure we are on the same page….the retrofit kit is an actuator retrofit and is not the entire step. So, unless your aircraft was previously modified with a retractable step (I am aware of some K models) then this would not apply.

Well, that’s not good for business. Will have to figure out what happened to our web site. Was working yesterday. As for install time….I usually tell people to plan 6 hours….plus minus…for first time install.