Search results

I believe the German LBA and possibly the Swedish turn Service Bulletins (or any manufacturer recommendations) into ADs.... As a result of the Cessna spar inspection SB many German owners are re-registering their airplanes in the UK or the US.... If I owned a plane in Australia I would stay on...

Not a problem for a Mooney!

In my case weights were installed in the form of additional washers on the bolts between the back plate and the flywheel/starter ring gear....I doubt this had any deleterious effect... I think the failure mechanism went something like this: - The spinner was put back on at annual with a slight...

This exact thing has just happened to me on my Mooney M20J with a Hartzell 2-blade Q-tip prop...66hrs since annual cracked aft backplate, fwd bulkhead and spinner dome....I can only put it down to the reinstall action after annual...although I didn't feel any vibration issues...the backplate...

My tail strobe power supply (Whelen A490ATS) has failed....I came across the Orion OR500...looks very interesting...apparently designed to replace existing Whelen stones....BUT the Whelen website says no PMA/STC only that it is TSO'd....what does that mean? Can I install it on my Mooney or not?

You might consider a short-body Mooney....20-30 kts on the Grumman.... still on 10gph....a bit tighter in the back though... Sent from my iPad using Tapatalk

The Whelen LED PLED462L landing light is PMA'd and includes my airplane in the eligible model list.....does this mean I can swap out the GE for the Whelen and make a logbook entry as a non-A&P owner?

Had you started training with the training organization for which the request expired? If not that may explain it. However if training has commenced but not been completed it raises a flag...ie why would someone start training but not finish the course (implied answer is that they have obtained...

Weilke's point is very important. You must close out the previous training request....even if a second training request is approved you will get pulled up at the immigration desk on your next entry to the US and hauled off for a 3-4 hour "chat"

I agree....crossing midpoint seems safer....just thought I'd share how they do it over here....and woe betide any Johnny Foreigner who tries to do it a different way!

The original poster was approaching from the East for Rwy 36

FWIW I will tell you what a British pilot would do....overfly the airfield at TPA+500' or 1000'. maintain that altitude in a left turn to position upwind on the East side of the runway (they call that the"dead side"), descend to TPA, join the crosswind leg....all turns to the left (for a left...