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Could be leased engines or simply they were exchanged when due overhauls or hot sections.

You'd have to run thru all the books, but just based on calendar and airframe time, there are a butt load of required phase inspections either due or coming due soon. A full Phase five inspection will run you past 70K$ without parts... Nitrogen bottle for the gear is 10K$ if you can find one...

Tools, If I remember correctly, one of the dead was a 30+ year mechanic that was about to retire. If they are anything like our shop, if you aren't certified to do the tire breakdown and service, you can't even go into the tire shop itself. Ours, you have to badge in to get the gate to unlock...

Garee: They were the first one that popped up in a very broad search on just the tube size, that had a photo with the right angle stems.

Like these: https://www.tiregeek.com/products/8-00-6-major-brand-tire-inner-tubes-with-tr87-bent-metal-valve-set-of-2

Some more info came out this morning....they were disassembling a wheel for maintenance....Sounds like they did not verify that the tire was depressurized first......In our tire shop, first thing is depressurize the assembly, then remove the valve from the schrader assembly, then remove the...

One of the hardest things a parent may have to deal with. Our thoughts and prayers are with you and the family, Ed.

It's why when working with anything and pressurized gasses, you treat stuff like a hand grenade with the pin pulled and the lever hadn't popped off yet....

One of two things are likely....either they were in the blast cones while pressurizing the tire on the aircraft, or they had removed it without depressurizing it first. SOP for most aircraft tire shops is 1st pressurization after a tire change is inside a cage. Tire pressure is then monitored...

Bill: Just need to do a written request to the AFHRA at Maxwell AFB. They are the primary repository of the records, but NASM has a complete copy as well. A little info here: https://www.rgprucha.com/prucha_brennan/lou_wwii/sugar_baby_files/AFHRA1995_GuideToInterpretationOfARCs.pdf I've got...

Factor this in...An ACK E04 with international programming is a special order item and no clue how long it takes to get shipped. Best thing would be to call ACK directly and ask.

Don't think there was ever an ELT made that was 121.5 only......Every one I've seen was 121.5/243.0. The ACK450 eve states on it's label that it transmits on 243.0. See the photo in post #4.

The operating frequencies are listed right there, the third line from the bottom....121.5/243.0 MHZ. That unit doesn't cover the 406 Mhz frequency. I don't think there is a drop in replacement out there since AmeriKing lost their TSO's.

Ron: I was thinking the NTSB report on Bill's accident mentioned that there was a trail of luggage contents from approximately where the canopy opened and the impact area? Stuff flying around in the cockpit would also be a heck of a distraction too.

Ed: Would suggest spending some time here and joining the organization if you think you are serious about moving to a T-6. https://flynata.org/

The 'Vark in it's element...

It's actually not know as a cylindrical slide rule, but rather a Thacher Calculating Instrument. Does the same thing as a regular slip stick, but of one that is 40 feet in length....

Got to work last night and found out one of our shift's inspector's little sister was on that flight....He had just been back home visiting earlier this month.:(

Sure, that's why I said that it would require a tear down of the tailwheel assembly to verify if it was locked or not. If I remember correctly, the locking key is brass, so quite soft and easy to shear.

Only way to be sure on whether it was locked or not, would be pull the tailwheel strut assembly and tear it down and examine the locking parts.