thinwing

Id take a look at the alternator drive also...

this reminds me of an pitch servo fault (not the strain guage )of the position sensor provided by a small moter but wired as an rpm sensor....mid continent provided rebuilt 272 \274 servos rebuilt for about 1200..Im sur e its much higher...but last servo maintance /repair was to a roll servo...that ended up as a cold solder joint that executive autopilots did in house as a board level repair...300 bucks....I have been hearing reports of servo failures on brand new Garmins that were supposed to put and end to ap problems....so im keeping my kfc 225 for now...two servo repairs (1 occurred when i first bought the plane) in 10 years ...I have found it to be smoothest most reliable ap ive flown behind

this is actually a good question and the reason for it no body has discussed yet...we tend to mouth breathe while on the o2 mask...tends to be very drying and after a couple hours a drink of water feels very good...so I just slip the mask down or off and have at it..than replace...hardley a blip on the oxymeter

well i get what you mean but eastern oregon is not the same as Portland

this is a potential issue as on a low intrument approach ,say 3 to 500 overcast in gusty conditions...it is perfectly natural to come in hot...ive come in at 90 kts and need all of 5000 ft of the runway.A go arround from a bounced landing under low IFR is just asking for it.We cant all breakout ,on localizer and glide path and be at 1.3 vso...it just feels sloopy while in IMC.I know Im gonna get flamed for this advice,but I really think one should be able to salvage a bounced landing with the throttle...After the bounce ,level the aircraft if needed to get to landing attitude and apply power to cushion the landing.I realize this is setting you up for prop strike..but in low IMC...the risk of a suceesful goarround ,reentering IMC with out of trim condition is too great a risk.So what is worse a prop strike from botching this or a stall spin in IMC while trying to climbout ,retrim and fly the missed?

more likely the entire belly pan is the issue...on approach and takeoff,AOA change from cruise is causing exaust stream to closely adhere to the belly.Edge seal gets worn and removed due to constant removal and oil exposure.It is a simple rtv or proseal bead applied during mfd.Remove belly pan and inspect

1983 ,had just sold my first airplane (a stinson 108-3) and saw N201VG on the ramp...it was for rent...got checked out in it after 2 or 3 flights back than and rented that summer...it was 1978 201 ...yellow on brown trim...wery fast compared to the Stinson and my first retractable

structural overload

maybe they are just tired of california

If Scott is writing a book about wave formation ,i would read it....the thing is glider pilots seeking wave conditions can only really understand and correlate a couple factors (like wind strength and direction)and than look up at sky to see any lenticulars forming,than they good to launch and see what transpires...typically they get reports from early launchers than a call is made to ATC to actvate wave window.At the sametime recording barographs are smoked,checked and installed and of course function checking of o2 system.. it is really quite exciting...I can no way say i understand the physics that Scott does...I just know wave when I see and feel it...tahts where i got my tag thinwing....gliders have ......

interesting discussion...mountain wave activity is mostly wind and direction factored ,and were the major factors we considered for wave flight over Minden Nv.We would look for a pacific storm system producing strong winds (35 mph in this case)coming directly perpendicular from the ridge tops @ 10k to 11k .Freel peak in this case..producing strong roter at and below peak alitude and strong mountain wave lift from 12oo to 2000 fpm climb rate above.This lift was frequently very smooth and 5 to 10 miles down range for the primary wave,Secondary and terterary etc continued as much as 100 miles down range.Lift could continue well into the flight levels and have resulted in several world alitude records.I was able to earn all 3 lennies (tripple lennie) award in just one flight...very cold though and required 100 % o2 out of a4 regulater.My flight was well north of 30k and could have continued the climb , but ATC would not approve further expansion of my wave window waiver (non transp ,vfr flight into class A airspace).

i just love how this(mooney I mean) plane swap occurred..(not the part about the rag left)My one time experience with an NTSB investigation was that they dont spend a huge amount of time on non fatal accidents.A quick look at the root cause and maybe a recomendation to FAA for AD or SI if they feel it was a mechanical fault.What they do with experimentals ,I have no idea...and than again they might have different protocol for a turbo prop.So glad if it had to happen ,it wasnt worse.Congrats on getting your old Mooney back.

ive found that it is far easier to pop out rear bulkhead carpet ,remove access cover to o2 tank,disconnect o2 supply line ,loosen o2 tank mounts and slide o2 tank forward out of the way...sounds like a lot of work...but 20 minuites...and gives you complete access to that battery...#2 i believe as # 1 is on pilots side.In an emergency...I would also simply launch on the good battery...but you didnt hear that from me.

interesting...on my bravo..only 1 ground to device was in use (airspeed gear safety)so we used the other output as ground to air sensor for adsb transpd. status input.

im jealous of those black cyl and engine case....but Im a long way from overhaul

these light sensitve components work by decreasing resistance upon increase light hitting it.More properly called a photoresistor or LDR.Very common component...the trick ist to get the specs...they are so cheap,if that didnt work i would get a bunch from digitrol or jameson...also after desoldering look for ident on underside of LDR

I agree locking your door will result in more expensive damage.....I thought most of our geamin/avidyne can be password protected once they are unplugged making them unsalable

Would you stop bragging!

Would you stop bragging!

My dad job after the airforce was as an assessor for aircraft personal property division .In the old days before the internet ,he used to drive arround Sacramento county with a spotting scope trying to locate unreported aircraft usually in farmers fields.As far as assessment..we are given a form to fill out on current aircraft condition ,hours etc.Unfortuanately I was told they use v-ref as their primary valuation guide.There is a procedure to dispute that assessment...BUT..it is made very difficult and a big hassle to go thru.Most folks ,if busy with life dont have the time to go thru with the hassle and just pay the bill.Welcome to California....

It wasnt the fact that he accepted any money...he was flying low over a river in a stearman and hit wires resulting in death of his passenger .FAA tagged him with a careless and reckless violation...local prosecuter than went after a vehicular manslaughter charge....felony with a 10 year prision sentence....prosecuter realizing he had a weak case proving intent ,lack of impairment etc offers a misdemeanor plea bargain 5 min before his trial is due to start.He took it rather than risk a felony hit (doubtful i think )and time and expense of a jury trial....30 days in jail from judge and he still could do his job on work release.Judge also gave him 3 years probation,forbid him from flying for 2 years (not sure if this part would survive a judicial challenge)and no alcohol consumption during probation (alcohol was not and issue in this accident)

I cannot imagine a more stressful deadstick landing than in Lancair iv!!!Maybe you used a whole lotta luck out of your luck bucket for not an equal amount in your experience bucket....what Im tying to say Tom is t hat sometimes flying the bird all the way to the crash site as Hoover always preached and apparently you did...is not enough.....glad to hear injuries are minor!Kathryn report indicates a pretty much totaled airframe if description of damage is accurate.I would be interested to hear what caused the flameout...engine was a walter m601??

It is menu driven and pretty straight forward.Only items that might give you pause....are measurement of gps antenna....feet or meters,aircraft catagory....pick smallest,hexadecimal ident linked to aircraft registartion...and switch logic for air ground determination.The rest is self explanitory

i just picked op a dewalt wet vac..powered by their 20 v 4/5 amp batteries.Its much more compact in shape than the milwaukee and has 1/2 gal capacity.IT was good choice for me because I have a lot of dewalt power tools

im with ez tug....i had to replace the tecumsiah 3.5 hp engine when it finally died...found an elec start 6.5 hp briggs and straton at jacks small engines and love the power