Marauder

The electric gear on these planes are robust but can and do fail. I chased an intermittent gear lowering problem for a bit. In my case the breaker would pop while lowering. Turned out after replacing numerous gear related parts to be a slipping alternator belt. Go figure. Keep us tuned into what is discovered.

I asked for it! Love it! Did you need to go to someone to design it for you?

Considering how slow some of us were telling him to fly final, I suspect it will be a while before he reports back.

I can't remember if Wibur or Orville signed me off... It's been that long...

I wonder if they purchased the name from him... It is a shame, brand is everything and if the brand is suspect, especially in this small community, it will hurt them. Hopefully, we will hear some good things about them to help offset the previous experience people have had.

I remember this kind of behavior from the FAA back when the Class system replaced ARSA, TRSA, control areas. They seemed to be on watch for people who had transponder issues. I remember receiving a letter confirming my intermittent altitude reporting transponder was repaired.

You guys know nothing! WorldCom is where it is at!

Sorry if I laugh John... On PoA there is a 14+ page thread on the legality of changing a light bulb. I thought I had seen it all until that thread.

Really sad. I noticed no prop damage on this plane. Looking at the video a few times, I don't see any ground scars behind the plane. It is rocky but it doesn't appear the brush or dirt immediately behind the plane is disturbed. I had a friend lose a tip on his E. His forced landing was on slight inclined hill. He and his passenger had extensive back damage from the hard landing. His wheels stayed in place. The amount of force required to drive those wheels through the wings suggests a really hard impact.

It's a shame that the AeroLEDs in PAR46 don't yet look certified. Anyone going to Fun n Sun and stop by their booth to find out when?

Definitely a strange one. If the factory EGT was on 3 as well, it sure a weird coincidence that both are acting up at the same time. Checking connections and moving probes is the next logical step. Keep us advised. Sure would like to hear what you find.

Speaking of, how timely... FAA Safety Team | Safer Skies Through Education VIP Notice - Wilmington, DE Notice Number: NOTC4673 Notice: Expect VIP movement April 05-06, 2013 in the vicinity of Wilmington, DE. Pilots can expect airspace restrictions in conjunction with this VIP movement. The FAA recommends that all aircraft operators check NOTAMs OFTEN for mandatory airspace restrictions prior to operations within this region. Specific instructions and restrictions are available at http://tfr.faa.gov once the NOTAM has been issued. *Depicted TFR data may not be a complete listing. Pilots should not use the information on this website for flight planning purposes. For the latest information, call your local Flight Service Station at 1-800-WX-BRIEF. This notice is being sent to you because you selected "Selected ATC Notices" in your preferences on FAASafety.gov. If you wish to adjust your selections, log into https://www.faasafety.gov/Users/pub/preferences.aspx where you can update your preferences. Invite a fellow pilot to the next WINGS Safety Seminar in your area. FAASafety.gov | Email Preferences | Opt Out Do not reply to this email as it is an unmonitored mailbox. Contact us for comments or questions.

Thanks for writing this! Too funny. Reminds me of another story. A friend of mine from Argentina was living there during the economic collapse during the early part of the century. It was an ugly time for him. Housing values plummeted, the banks locked their doors and when they re-opened, his money was worth 40% of its original value. Our company moved him to the States. I was helping him get setup to live here. One step was to move his company pension stuff over to our U.S. systems. In that system, there is a retirement planner. He ran his numbers and he happily called me up saying “Senor, good news! I can retire at the age of 152!” He was truly happy because he had a number… And to this day he still calls me to let me know his new number -- down to 82 at this point!

I have a 602 and have seen what you are describing from that unit. It was a problem with the exhaust stack attachment. The fact you are seeing it from the factory EGT is probably confirmation. On the GEM, if the probe fails, you get an inversion display (the CHT bar glows and the EGT is blank). With both the factory EGT and GEM doing the same thing, I tend to think it probably is something in the stack. The solid and consistent CHT temp supports this and suggests that something down stream in the exhaust is the problem. Have you looked at the exhaust system closely? I had a failure of one of the #2 cylinder exhaust mounting studs. It sheared off in flight. I saw fluctuating EGTs because it was occassionally opening up at the flange and letting the exhaust out before the probe. After a while the second nut vibrated free and the entire stack dropped into the cowling. The GEM inverted and the exhaust EGT went away and CHT went orange. Look over the exhaust system for signs of exhaust gasses coming out in places it shouldn't...

I didn't catch that the first time. Holy cow Batman! I think it is unfortunate they kept the name. Better with a clean slate.

She died of Alzheimer's... Seriously, being associated with the industry I decided to take a closer look at this discussion. Carusoam is correct, the pH is somewhere between 2.5 and 2.7. So, Grandma was right and was Carusoam. As was he correct about the lining of the cans. They use a polymer coating, not a plastic liner. The difference is that the acid found in our stomach is hydrochloric acid with a pH of 1.5 to 3 and Coke uses phosphoric acid. Phosphoric acid has a wide variety of uses, including as a rust inhibitor, food additive, dental and orthop(a)edic etchant, electrolyte, flux, dispersing agent, industrial etchant, fertilizer feedstock, and component of home cleaning products. So, it looks like it will eat your teeth and your plane but your stomach should be okay.

Thanks Bennet! The GDL88 was not ready for prime time when I had my upgrade done. Curious to see how this stacks up against the new Aspen offerings.

To Bennet's comment above (wish they would fix this quoting issue on Tapatalk), classic point of politics being involved. Wilmington DE (KILG). Slated to be closed but remained opened. Reason: national security, so Joe can go home on AF2 when he wants...

I heard the same thing and it came from my grandmother back in the 60s. Another one of those urban legends. There is belief that Coke lines their aluminum cans with food grade plastic liners (not true) to prevent it from eating away at the can during storage. Also, the human stomach has much more stronger acids at work for digestion than Coke. What I would worry about is dissimilar metals at work against each other. Not sure how much of that we have in our planes, but that is a real problem for some industries (like plumbing). Anytime you have dissimilar metals in direct contact and introduce moisture you are likely to have some issues.

Did your PIREP Bennett include some pictures? Curious what some of this stuff looks like in real life.

You too!? I'm looking for a set!

Like a trip down memory lane, isn't it Jim? I open my logs sometimes and find stuff that link me to other memories. Like flying to have my bladders done at O&N and having Myron giving me a peek of their new project the Silver Eagle.

Oscar -- I found a picture of my Mooney in a climb with the flight director engaed on the Aspen. Thought you might be interested to see what the single cue FD looks like.

I agree with the previous two posts. Moving from a basic wing leveler to something that I can Integrate into IFR flying was a serious consideration for me. Never regretted the decision. Whether being in a supervisory mode while I sorted out a complex re-route or giving me time to fully brief myself on an alternate, the added capability is worth it. But I do think the decision point should be based on your intended missions.

My normal pre-flight includes sumping the center sump from both tanks and leaving it on the fullest tank. I will not touch the second tank until my normal in flight switchover point (usually after 1 hour of running). If I were to run into a problem (ex. water) at the switchover point, I would switch back to the first tank and find a place to set down and troubleshoot.