Txbyker

I am working through a puzzling issue with my main gear Lord disc. My disc were replaced last October. After replacing and over the next few months the gear started exhibiting a worn state again. This would be the bulge in the disc, the tower stem protruding up through the middle, and the outer and inner gear doors almost touching. We then removed them and replaced them with another set of new ones this past April hoping Lord would warranty the October batch. Lord checked them in their lab and say although under min length they are within spec. The newest discs are also sagging a bit now with gear doors getting close, stem extending a bit, although this batch is not quite as bad as last October. Bottom line, I am being asked to cover quite a bit of disc expense with a plane still not looking right. No controversies here with mechanic or Lord, just trying to determine what could be going on. BTW, the kick test whereby you jack the plane and push back on the gear to see if there is play is good indicating solid disc, yet still sagging. Curiously, this all came about the same time I put an MT propeller on that takes 30 lbs off the nose. CG shift back 1" Any ideas? Russ

That’s good Anthony. My DPE is looking for my logic in such a case, like you have laid out here. My answer was, it is not in the POH so expect to land longer given no flaps, but leave em up versus down if I am on the last few amps of power, and find a suitable runway. Russ

Question: Assume you have total electrical failure and thus, no gear, no flaps. You can crank the gear down manually. Flaps not, assume no flap landing. Where in the POH does it provide landing distance for no flap landings? Actual DPE question. Russ

McKee Avionics should have sent it. I will follow up.

Congrats @Danb. I can't think of any gotchas in regard to learning the software that you probably couldn't do while in flight back. The features discussed on this thread are pretty easy to ascertain. You remember I had the STEC servo issues. I believe your servos have all been rebuilt/replaced. The approach coupling was messing with me at the start. I know that STEC upgraded my head unit to software 7 in addition to completely overhauling it and the servos. You may want to double check yours. I am sure Don could hop over to Mineral Wells to upgrade it to 7 if you are on 6 but I am not really sure you need 7. Everything will be the same except the WAAS approach guidance. Russ

Buddy, I have been messaging with @Deb and he looked up my serial numbers of the GIAs and they are -20 according to his source. Perhaps ours are still in production and are the latest vintage. Russ

Mooney went to bat for us with the GIA63W-01 upgrade for G-1000 year before last to get us STEC 55X and GFC's upgraded to WAAS. I doubt Mooney knew of the life cycle plans for the GIA's when they did it. The new -20 was probably in the Ultra lab getting qualified. The integrated panel-in-a-box is most likely here to stay versus putting together various vendor components with a need to integrate to each other. Its probably so much cheaper to manufacture. Ten years from now it will be the NXi components going obsolete. I was fortunate to get mine upgraded a year and a half ago. But even with the upgrade I fear that in a couple of years I won't be able to get spares. I swapped out both PFD and MFD over the last two years due to failing buttons, joysticks, etc and got exchange refurbs quickly and reasonably. I just can't see how they can avoid a certificate of the whole airframe with G-1000/NXi integration due to costs of doing it with several separate systems. Russ

I just sent my shop a request to order. Russ

I am not sure why we have clear tubing with tie wraps over our handshake connectors. I need to replace the clear tubing on the connectors from the oil sender. I know these connectors must stay clean and dry else you’ll get erratic oil temp readings. Is there a better way to insulate these connectors rather than clear tubing? Heat Shrink? Russ

Robert, I have the MH and really like it. I bought the quick disconnect too and am easily able to connect the feed line to the boom when in use. I swing the boom out of the way when not in use and stash the line in back of the seat. Russ

Thanks for this story. This is what I was cautioned could happen in an unfortunate situation by my MAPA Mark Johnson) instructor who btw is not who is training the CPL. I have had those helpless drops in the past although less extreme. With power off my prop (MT) actually provides some braking. I hope all is well with your plane. Russ

What power setting do you use for power off 180 landing if you are simulating engine out? I have been cautioned about complete power off in an M20R due to the sink rate but I think the CME will require it if the plane has no stated restrictions. Russ

I don't know if this is true but the instructors I am using told me the FAA had to quickly do that because one of the largest school's fleet was grounded due to the wing issue in Florida. Has anyone else heard of that? Russ

Don, Unfortunately I am out this time. Russ

Enter facing backwards. Kneel on the passenger seat facing backward. Spin counter clockwise and you will be seated properly in the pilot seat. Passenger steps in to plane facing forward. Grab the handle with right hand and sit down. Russ

I have a 900 hr Hartzell 3 blade held with Brian Kendrick at KHYI. He can do the 3 blade and 310 STC and you can fly it out. The prop is freshly overhauled and painted and looks like new. Russ

I don’t have any real hard numbers for you but butt dyno says yes, a big difference. I use Cloud Ahoy to measure take off difference and I sometimes see 10-20% reduction in roll if I purposely perform a short field take off. I have the 310 STC too. Cruise climb is very smooth. Sounds like a turbine on the ground as Erik can attest. Russ

Alpha AOA. Russ

No Mike, F7693 design.

Yes, it is very smooth and has held up well with its nickel edges and is lighter. Both props are good, Hartzell and MT. Brian Kendrick at KHYI is storing my fresh Hartzell for a buyer to install and balance. Russ

Thanks Paul. I was confusing steep spirals and power off 180 drills in my head. Thanks for the information. My IFR instructor (MAPA) tells me to aim up the runway with plenty of margin as you would rather run off the end of the runway in control than land prior to the runway. Russ

Paul, are you saying commercial 360’s should be done at best glide with gear extended? I am in training and am doing them best glide, clean config. Russ

We have a winner, LOL. I was waiting for that to be noticed. The G-1000 is off by 20 feet and SAM by 40 feet. It will be calibrated at annual in a couple of months. Russ

No Dan, just enough space.

Here are pics of my new standby instruments installed. The old standby instruments were on the right and candidly kind of out of site out of mind. We built a new rocker switch mount and place the new SAM on the left. The arcnic is connected to one of the GIA’s which provides baro-sync to the PFD. The SAM is very bright, in fact too bright at night in its lowest setting. It is battery powered of course in case of power failure. The right side is now covered up. If you are thinking of one of these you can see that it does fit on the left. Russ Sent from my iPad using Tapatalk