Marauder

When mine was installed the remote alert light was required if it was a certain distance from the center line view. Mine was installed within that distance, but I had the alert light installed anyway. I see now they have a maximum allowable distance for both horizontal and vertical installations. Sent from my iPad using Tapatalk Pro

I think if find someone who works in aluminum and has the necessary tool (brake) and skills, they can make one. Sent from my iPad using Tapatalk Pro

Do you have a picture of it? Mine was removed for Jaeger’s Spatial Interior. Not sure your 78 emergency gear extension is the same as mine. If it is, you can have the piece. Sent from my iPad using Tapatalk Pro

That’s exactly what I have and there would be no way I could gain access to the reservoir without it. I think a buddy’s 79!J has the reservoir in the avionics bay. Sent from my iPhone using Tapatalk Pro

Dave at Lasar said there two different cylinder types. Mine are the Cleveland version. Looks like you have the other version. Sent from my iPhone using Tapatalk Pro

I started lessons and then did the King tapes to get the written done. As for the optimum pace. I scheduled for 5 days a week and flew on average 3. Was ready for the check ride around month 4. I found a structure curriculum worked for me and I went to a 141 school. Sent from my iPhone using Tapatalk Pro

Does anyone know which master cylinder I have? This is the kit will overhaul a 10-30, 10-30A, 10-30C, or 10-300 Master Cylinder Assembly. Sent from my iPad using Tapatalk Pro

Any preference between these 2? Sent from my iPad using Tapatalk Pro

I’ll snap a picture of mine tonight and post. Sent from my iPad using Tapatalk Pro

I have heard a little bit of dragging a couple of times. Wasn’t enough to be able to say which side was doing it. Just that rubbing sound. As for the master cylinder, is there a rebuild kit for them? Or is there a company out there that rebuilds them? Thanks for the reply. Sent from my iPad using Tapatalk Pro

I did follow the linkage down through the floor and looked over the linkages. Nothing obvious. I couldn’t observe the movement when it was being pushed and pulled. Terry and I will look at that. Thanks. Sent from my iPad using Tapatalk Pro

Last week I noticed my right brake pedal extended a little further back than the left and didn’t return. The braking on the right side was slightly softer than the left side. I thought I understood the brake system, but I am perplexed on whether I am dealing with an air in the line situation or perhaps something like a seal leaking internally in the master or elsewhere. Looking at this picture you can tell the right pedal is further depressed than the left. When I pull on the pedal, it returns to the correct position but I can feel a little detent or bump when I pull. Ignore the rug, Santa promised me new ones for Christmas (I promised him I would be less naughty this year). Terry H will be coming over this week to implement the “solution” but I decided to troubleshoot what I could. I checked over the calibers and did not see any evidence of leaks. Terry and I replaced the pads last year. Looking at the reservoir, the level is about 1.5” from the top of the tank. What a pain to get to it. Not sure if the level should be higher than where it is. I did notice a little bit of fluid in the area where the parking brake valve is. I would think if it was leaking here, both brakes would be affected. Finally, I pulled the access panel to check on the master cylinders and found them bone dry. Anyone have any ideas whether what I am seeing is an air in the line situation or something else? Sent from my iPad using Tapatalk Pro

Chris - all of us have done things in our flying that we regretted later. Main thing is to learn from it and not to repeat the mistake. Repeating the mistake often will end worse. As for fuel management, I rarely fly full gross, so I am tankering full fuel most of the time - even though I have extremely accurate gauges (CiES) and a fuel totalizer that is spot on. Why do I do this? Even though I am meticulous IFR planner, having to deal with a missed approach and an alternate lower than forecasted will change your perspective on how much fuel is enough. Did the FSDO have you do a 709 ride? Sent from my iPad using Tapatalk Pro

A “crouch” shot, if done correctly, would catch both his crotch and face. Double whammy. Sent from my iPad using Tapatalk Pro

KILG was an ATC training facility when I was based there. I remember a flight heading back to the airport. I was 10 miles northwest of the airport. KILG has a BRITE feed from Philly. The exchange went like this: “Wilmington Tower, Mooney XXX is a M20P, VFR, 10 miles northwest, 2500’, landing with information T”. “Mooney XXX, Wilmington Tower, say heading” “Mooney XXX is heading 140°” “Mooney XXX, you reported your position incorrectly, you are 10 miles southeast of Wilmington” “Negative, Mooney XXX is 8 miles northwest, 2,200 descending. I am flying heading 140 degrees” “Mooney XXX, negative you are 8 miles southeast of the airport” PAUSE... “Mooney XXX, report right downwind for runway 27” Never heard another word about it. I had to believe the supervisor for the controller came over and did a head slap. Sent from my iPad using Tapatalk Pro