Marauder

That’s good news! Maybe Moody insurance rates will go up and not ours. [emoji6] Sent from my iPad using Tapatalk Pro

I’m one of those guys who did experience a mechanical issue while over LIFR. I had an engine analyzer (one of the original Insight GEMs). It did give me a warning - about 2 minutes before the issue physically became apparent and certainly not enough time to do anything about it. That event changed my thoughts about flying extended distances over low conditions in a single engine aircraft. I’ll still fly over short distances of LIFR but I want the majority of the route to be at least 1,000 AGL and preferably without mountain obscurations. You can help mitigate the risks by doing as much as you can to make sure the aircraft is mechanically sound. And don’t forget the pilot needs to be in top working condition as well… Sent from my iPad using Tapatalk Pro

Another interesting thing was on that audio from ATC. There was a plane that the controller called out at being at 2,300 with an altimeter setting at 29.44. The pilot responded that he was at 3,000. Can a strange atmospheric condition exist where barometric pressure can be different in a small geographical area? Sent from my iPhone using Tapatalk Pro

I’m not so sure I would use the word “lucky” to describe him. Unless there was a mechanical reason for him tangling with the tower, the fact the controller called him out twice for low altitude suggests something else is going on. Sent from my iPhone using Tapatalk Pro

Pilot and passenger identified. https://www.cnn.com/2022/11/27/us/maryland-small-plane-crash-power-lines/index.html Sent from my iPad using Tapatalk Pro

Please do! None of the usual sources (Mouser, etc.) seem to be carrying them. Sent from my iPhone using Tapatalk Pro

I should visit more often. I miss out on all these opportunities to lay out a few overly obese challenges to Hank’s eyes. As a long time Mooney owner, I have had to cross this chasm a number of times. By definition, an OPP is a part or component that is no longer commercially available from the manufacturer or PMA provider. I have always used the same approach to obtain these parts. 1) I verify that the component in question is no longer commercially available. This means that OEM doesn’t make or source them anymore. Sometimes this means finding an MSC who has old stock of something that the OEM no longer manufactures or sources. In the worst case scenario, it means, heaven forbid, digging one up at a salvage yard. 2) If option 1 is or isn’t available and a PMA equivalent is available, I look for the component through the PMA environment. Especially when the OEM charges way more than the PMA equivalent. This is where it can get challenging. There may be an updated version of something that is different enough in design and function but still fills the functional need of the original OEM design. This is when I engage the IA input on whether or not they feel it is compatible. 3) If the component is no longer commercially available through the OEM & PMA network, I then engage the OPP process. An old time IA helped me by saying that to comply, I needed to be the one directing the engagement of a provider to have the part made to my specification. He also said that it is important that owner documentation is provided to the manufacturer of the part to satisfy that I am directing and authorizing the manufacturing. And to this day I follow the same recipe. > If the part can be sent to someone to be duplicated, I send it with my specific instruction to manufacture it to the exact specification of the item I sent. At times, the part needs to be made of an alternative material. An example is a component made of Bakelite. It is up to me and my IA to determine if the new material is acceptable for use and I provide a document to the manufacturer authorizing the OPP. > If the part cannot be sent, I photo it, take measurements and call out anything specific (ex. material it is made of) and my authorization to make it. Where things have gotten interesting is with the newer technologies like 3D printing. As someone who has worked with government agencies on a regular basis, it is all about the paper trail. Sent from my iPad using Tapatalk Pro

And be sitting down when you see the price for those fuses (if you can find them). Sent from my iPad using Tapatalk Pro

I don’t know if the fuse location changed on the 78 models from where they were on the 77 Js. They went from a quadrant to vernier control and may have moved it. They were located directly under the radio stack on a metal plate. Sent from my iPhone using Tapatalk Pro

Not to mention how many pilots would have given up flying completely or hid a condition out of fear that it would ground them. BasicMed for me is a no brainer. I don’t do flight levels, have had medical issues in the past and my PCP says BasicMed to him is less risk than doing a DOT medical for a truck driver. Sent from my iPhone using Tapatalk Pro

This is the tracer I have. There are a number of manufacturers including Klein and Fluke. I’m sure there are others. Sent from my iPhone using Tapatalk Pro

Coolest or most useful? Coolest is the wire tracer that allows you to follow the path of a wire through its meandering path in our planes. The most useful is a gyroscopic screwdriver for the 9,124 screws they used on my plane. Sent from my iPhone using Tapatalk Pro

Pilot, co-pilot, flight engineer/radio operator and 2 “mechanics”. Texas Raider performed some single main gear flybys with smoke. In addition to ground handling, I suspect the “mechanics” were there to assist in emergency gear extension, fuel transfers if required, etc. Juan did a nice summary of what they know so far. Altitude separation is an open question at this point. Sent from my iPhone using Tapatalk Pro

This is one half of what a Cannon connector looks like. It should be made of black plastic. Sent from my iPhone using Tapatalk Pro

Has the plane sat in the rain before this happened? If so, check the Cannon connector on the pilot side. It is in the cavity near the wing root (almost directly below the vent window). If your window seal is leaking, it will let water in and soak that connector. Sent from my iPhone using Tapatalk Pro

That look like someone added that. On some late model Fs, I have seen a switch that changes the glareshield lights from white to red. Maybe that is a fix for that switch having broke? Sent from my iPhone using Tapatalk Pro

I agree 8k to 10k is the sweet spot. Sent from my iPhone using Tapatalk Pro

Roberto did mine in 2017. Good guy. Sent from my iPhone using Tapatalk Pro

Late model Fs have many of the ADs worked out and were the final refinement of a model that started in the 1960s. I’ve enjoyed the 31 years I’ve owned by 75. Sent from my iPhone using Tapatalk Pro

That’s a shame you are having difficulties selling the ESI-500. I love mine and find it is a great unit with better resolution than many standby units. Sent from my iPhone using Tapatalk Pro

You didn’t mention checking the resistance of the plugs. I would also do that as well. Some of the plugs had issues with too much resistance causing issues. The plug wires, as mentioned can be purchased as a set or individually. You will need to make sure the set you purchase matches the plug type. I have fine wire plugs and the end cap is larger. Sent from my iPhone using Tapatalk Pro

It all went away when these things started showing up in panels. The issue for us single alternator, single battery guys is the loss of the alternator means you have a small finite amount of time before the Nav/Com driving the battery powered backup goes offline. Sent from my iPhone using Tapatalk Pro

This is probably why you can’t reach Jim. I have used Jim’s instructions to update the firmware on my unit. L-3 had a site where you could get access to the current firmware. Not sure that still exists since they are now having a third party provide technical support. Sent from my iPhone using Tapatalk Pro

Sent from my iPhone using Tapatalk Pro

They’re probably too greasy to type. Sent from my iPad using Tapatalk Pro