tony

Brett, do you have a heated windshield in your Lear Jet? If so, I don’t think the ADS-B signal will propagate through the coatings on the windscreen. You'll need an outside antenna then. When you were outside the aircraft you were probably only able to pick up a local transmitting station. There are four types of transmitters. Surface, Low medium and high altitude. Each transmitter type transmits a different coverage map. The surface transmitters will only give you 150NM coverage or just regional coverage. If your stratus was working correctly in your cabin, as you ascended, you would have been able to receive the other stations and gotten more coverage.

I would agree. I was always trained as I do my run up, the last thing I do is, with full rich, pull the throttle out and the engne should keep running. However, I have never taken off at 3000 feet. Just wondering, when was the last time you had the injectors cleaned? It’s an easy thing to do.

Ross, not exactly my field, but if I understand this Mil SPEC correctly aluminum and brass are more dissimilar that steel and aluminum. http://www.wbdg.org/ccb/FEDMIL/std889b.pdf

OK I will admit, you guys made me laugh. However this wasn't supposed to me a math problem. Mike, I did do a search the lycoming AD's. I found something about a nut that ended up in the engine sump from a run of 19600's but it was an old AD from '95.

Can anyone tell me the difference between a 53e19600 and a 53e22144?

You have to push the fuel update button at the bottom of the page. When it installs, the default data is about 180 days old

Andrew, call mcfarlane and ask to speak to Joe Cool. He can make you a cable with the cut out.

Ross, if the value is stuck open, how will you get even compression to even have a combusion event?

If the exhaust value was stuck open, I'm pretty sure you wouldnt get any compression in that cylinder and the EGT would be cold. You wouldn't be able to make power and the engine would run so rough that it would feel like its coming apart. Most like it would clear up after it heats up and the value guide expands. I think Ross is on the right track.

Again..compliance is easy...that's not the issue.

dup

my F manual says 30 on the mains and 49 for the nose gear

So let’s see….I have a service bulletin issued to my 45 year old airframe, that the OEM is recommending to the FAA that be made an AD because: the FAA approved factory, with the FAA approved quality system, had an escape that the OEM can’t bound and can’t quantify in over 50 years of production; and the risk is so great that the mitigation activity is to inspect the entire fleet. Then you wonder why people are annoyed? How about the corrective action be to pull the production certificate…..and perform the inspection at the OEM’s expense. Of course no one wants that. I’m sorry but as an owner operator I think I have a right to be annoyed. Doesn’t the factory keep as built records that the problem could be bounded a little better???

You guys are making this way too hard. There are six or seven screws that hold the fairing on, for peace of mind remove the screws and look. If it looks good, put the fairing back on and do nothing. Remember you don’t need to comply with a service bulletin. However, if you want it documented in your log book then when you do your annual (your IA/AP has to go on there anyway), hand him or her the SB and ask to have it complied with, mail the card in and noted in your log book. I can’t imagine there would be no extra charge for that. If an AD gets issued for your model, then you’ll need to take it to your AP.

Quote: N4352H Expensive, flawed logic? Or worthy of more thought?

Quote: Sabremech Tony, that induction boot is no small part in the power plant system. What if your owner produced induction boot collapses and causes the engine to quit, resulting in an off airport landing or even worse, someone's death? As an IA, I would not sign off on that being a minor repair. Will your insurance cover the claim if it's determined that this part didn't meet the TCDS?

Quote: jetdriven I think your FAR has changed. That part you quoted me is not the same anymore. here is the current 21.303: http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=ab331b230df673a54e705d92268ec3b2;rgn=div8;view=text;node=14%3A1.0.1.3.9.11.11.2;idno=14;cc=ecfr Your right, it did change. Thanks for pointing that out. It now can be found in part 21.9 (5) This string got off topic. I apologize for that. Byron, I just don’t agree with your interpretation of the FARs. I do know that if my IA did to me what your IA does to you, I'd find a new one. Putting a convenience outlet in the luggage area for your skyradar is getting pretty common; it's a minor alteration and just requires a log book entry. Replacing or maybe I should same repairing (that’s a whole other discussion) a duct that brings air to the engine should again, in my opinion, be a minor repair. So if I want to make a an owner produced part, and I can convince my IA that’s its airworthy, then I my interpretation of the FARs is that I can use it. I think I'm going to spec out a purple one....

Quote: jetdriven An owner-produced part must conform to the factory drawings or some other approved data.

Quote: jetdriven sorry, aviatoreb, that above post was me. you can delete it, I will repost here: Guy without a PMA it isnt going to be legal to install on a Mooney, is it? I agree it looks like a vastly better made product. However, the Mooney version will allow for more movement between engine and cowling. Those Lycoming 4-bangers can sure shake when starting up and shutting down.

Great Idea!!

adrian, I have this prop. I'm happy with it however, I have nothing to compare it against since I purchased my aircraft with it already installed. http://www.mccauley.textron.com/stc-files/STC%20Guide%2061.pdf

Well I'm not a materials engineer, but the folk lore around the airport here is that on a hot day, if you put some dry ice on the dimple, the aluminum might shrink enough (due to the thermal coefficient of expansion) that the dent will pull itself out. I have not tried it myself. Just wondering if anyone on this board has ever tried it?

Quote: Cruiser It is routine for the FAA to issue ferry permits to get a plane to service but if the owner doesn't want or can't put the plane back in airworthy condition I don't know how the FAA would feel about issuing another to fly it back?

You'll need a one time waiver to ferry it. I don't think the current owner will agree to that because if you decide not to purchase then his airplane is kinda stuck. Is this a hanger queen and doesnt fly much?

Quote: DaV8or