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I was curious as to who might be ignoring me.

Does POA have an account feature that reveals those who have you on ignore?

Either forgotten it or didn't know it. I can't find an online copy of SEB01-2 that dealt with it and gave some details. Some stuff here:https://www.dropbox.com/scl/fi/3u6hl6rq19y5wxozsqw6e/SID_32-10-01_R182.pdf?rlkey=38ka6msbvcgbhrsm7y6wojzje&e=1&dl=0...

"Mostly?" You still have a problem. And it isn't likely related to the cowl positioning.

See if one of those mike jacks has been replaced with a 1/4" jack. It's supposed to be a 7/32" diameter jack. A looser jack could make troubles for a headset that has a plug of slightly different ring and tip positionings. You didn't have the intercom on "Pilot Isolate," did you?

Once again, from a Cessna service manual: This is less than most mechanics will apply to that belt. Too much tension destroys the belt and can destroy the alternator bearings as well. If the belt is tight and the alternator is still not keeping up, the system has electrical problems and no...

Not a wing strut. It's a small steel brace that prevents belt tension from pulling the alternator mounting bracket sideways, which stresses the hardware.

Let's look at that wiring diagram. #6, way over on the right, is the external power jack. The bottom pin is the small one, and it is positive. Power runs though the top diode at #10 to the coil on the external power contactor, #11, closing the contactor. Now the + pin on the jack, the middle...

Bigger issues with that gear include cracking actuator housings and cracking pivot castings. There are SBs on the housings. There were two versions of that part, the earlier being weaker and more likely to fail than the later. If it cracks and breaks, the rack and pinion might not be able to get...

What airplanes and jets have you worked on?

It can, but with the 150s it's not a common problem. That leg goes into bushings in bulkheads in the gear box, and there is no real access to the cabin from the outboard end of the box where the first bushing is. That bushing would have to be shot to let CO past it. More than likely is a...

Not kosher for certificated airplanes. Fine in a homebuilt.

From the 1977 C172 service manual, page 16-12: You will find this considerably less than you might be used to.

Yup. The 121.5 is for final homing, using DF, by the searchers after the satellites have determined the general area to search. The idea the satellites use to locate is the Doppler Effect. As a satellite approaches a signalling ELT, the ELT's carrier frequency appears to rise, just like a...

That's a problem, as is sinking or burning or being scattered across a half-mile of granite mountainside. There is no perfect ELT. The next generation needs to be based on SPOT technology where a location is broadcast to satellites every 15 seconds or so to establish a track, and the cessation...

So 80% of downed aircraft have a working ELT to help find them. That's bad?

Well, when search and rescue costs can easily surpass a million bucks a day to find a lost GA airplane......

That takes a 406 that has that provision. Costs more, and costs more to install.

Yup. But I found too many 406s just screwed to the same place the 121.5 used to sit, and they did not meet any 406 rigidity and security requirements at all. If those requirements are not met, the unit may not trigger or could rip off and sever its antenna cable, and now you have a...

Flying is expensive and always will be. The risks introduced by running things to failure are too great. And yet, many owners are doing just that. AT 500 hours the alternator brushes need checking. They will be about 40% gone at that point, and at the next 500 they will need replacing. In...