Cyril Gibb

14 hours ago, carusoam said:

Hey is that the real Cyril!?!?

Long time no see!

Great continuation of a long running thread…

Go MS!

-a-

Indeed, it is I.  Now that Covid is at least stabilised it's time to go beyond burning holes in local skies.  I just stuck on my 2022 customs sticker.

On 3/19/2022 at 3:17 AM, Raymond J said:

In the end, French wine may have got the better of him...

Nope.  Still around and still enjoying French Wine (and cheese).  We've been so busy on our bike trips that I'm never thinking about flying unless we ride by a small airport.

France is the epitome of cycle touring on the planet, and there are very few areas we haven't covered.

This summer we're flying into Toulouse heading south and west to Tarbes/Pau/Lourdes and then looping up and around to fly out of Lyon.  We're flying commercial.  I've gone back and forth on the North Atlantic when I was a kid.  After seeing that at sea level precludes ANY thought of single engine ocean crossing.

On 8/6/2021 at 3:11 PM, thinwing said:

the switch in my bravo appears identical to VEP series 654 and is speced to .5 in to 6psig.It has a double output to ground or center wwire...that implys a DPST switch config.Are switchs are designed to activate about 70 I believe ...it is adjustable by a central screw compressing a spring to preload a diaphram.If I was desperate ,I would purchase a vep 654 stdp model and reuse the spring from my old switch....of course this wouldnt be a legal part..

If you have a faulty or intermittent switch, test the other 3-wire bundle to see if it works correctly.

The unit actually has two SPST microswitches inside, each with NO and NC connections.  The NC is for the Sonalert and the NO for gear operation.   If you swap the the connector wires to use the typically unused switch (for Hobbs Meters?) it will save you some $$.

In the connector, swap red->green  blue->yellow  white-> black   (reverse the colours)

32 minutes ago, Blue on Top said:

The Al Mooney M20 wing (the wood wing) development is documented in a very interesting Mooney document. 

Sounds interesting.  Available somewhere?

I've used a cell switch to turn on an interior heater and the engine heater for years with no problem in the winter.  I turned it on a few hours before heading off to fly.

Several months ago, I decided to leave the heater on constantly in the interior to keep the gyros happy.  It only took 2 weeks for mice to invade their new warm happy home.  Chewed the pitot cover, cowl cover, kleenex box and paper towel roll.  Will do a more through check in the spring.  Several nests.  I set up traps and warfarin everywhere and stopped using the permanent heater.  I now seem to have caught or killed all the little buggers.

Use caution.

3 hours ago, squeaky.stow said:

Hi Cyril,

I just noticed you are in Toronto. Where do you hangar your Mooney? I am in Edenvale. 
Mark

Hangared in Kitchener.  Many moons ago I had a tie down at the island airport downtown, within a walk from where I lived.  Sadly, GA got pushed out years ago.

I usually try to follow a consistent pattern when putting away Gladys, including installing the pitot cover, even in winter.

This is what I saw yesterday going for a flight:

Mice?  How would a mouse get to the pitot under the wing?  the ribbon is well off the floor.  Maybe a bird in the hangar?

The only obvious thing would be aliens...

On 1/12/2021 at 6:02 PM, Schllc said:

I’d  give the shop an opportunity to fix the way I want and if they declined I’d probably just grit my teeth and go another route.   

Probably, unfortunately good advice, except...

If you’re going to pay for everything yourself, and don’t expect anything from the original shop, find a lawyer who will accept the case on a contingency basis.  You have nothing to lose.

19 hours ago, kortopates said:

Pilots that don't need insurance or want to pay for it for their screw up's self insure or just purchase liability insurance as Eric mentioned. But the US, and maybe Canada*,  is about the the only country you can fly without liability insurance. 

*I didn't have prove I had insurance in Canada, but every other country I've flown in I had too entering.

Liability insurance is required in Canada.  Minimum amount varies according to MGW.

On 12/24/2020 at 5:12 PM, Heidiho said:

Witnesses say after conducting a couple of test flights around 9A5, he took off again to the South for a 12 minute  flight to home drone 1A0 with less than 12 gallons of fuel in each tank.

How did witnesses (plural?) know that less than 12 gallons was in each tank?  How much is less than 12 gallons? 10 gallons... 2 gallons?  Was fuel visible in each filler?  Why were multiple people checking the fuel level in that aircraft just before that flight?  That's a curious piece of information that begs for more detail.

On 11/7/2020 at 2:36 PM, Ned Gravel said:

I am on the train between Ottawa and Kitchener to pick up my Mooney

Damn,  I was in Clarence's shop when I picked up a new battery on Friday.  I've just been flying here and there for something to do during this incredible spell of great weather.

If I'd known you were headed back here, I would have picked you up....

6 hours ago, carusoam said:

@Cyril Gibb looks like your ship may have just sailed in...  see note from Jb above...

-a-

I'm looking at options.  

Further to my previous append.... \rant on

It seems silly that I can just remove my backup VOR/ILS and still be legal, but not install a a non-approved backup VOR/ILS.  Wouldn't a non-approved instrument be safer than no backup at all when the poo hits the fan?

A similar argument is about the "certified" G5 being 1/2 again the price of an "experimental" G5.  Don't they come off the same assembly line?

2 hours ago, M20Doc said:

Cyril,

Have you considered a Val Avionics 429?
 

https://www.aircraftspruce.ca/catalog/avpages/valINS429.php?clickkey=3021758

Yup, I looked, but it's not for certified aircraft.  I'd install that in a New York minute if I could.  Do you know if there's a way around that here in Canada?

Note to those with deeper pockets... No, I'm not considering replacing my entire panel "while I'm at it", so don't bother suggesting it.

My backup VOR/ILS gave up the ghost.  We went as far as testing directly into the unit to make sure it wasn't a splitter, antenna or coax problem.  Anybody had a recent and positive experience with a shop repairing legacy avionics?

8 hours ago, ohdub said:

Maybe I'm missing something, I don't see anything about the landings being full stops. CAR 401.05 (2) (b) 

... Within the six months preceding the flight

(B) five night take-offs and five night landings, if the flight is conducted wholly or partly by night,

 

I think you're correct.  My bad.  The assumption that I had been making is based on "flight time", where takeoff/landing were from/to a stop.  If the definition of takeoff/landing was based on "air time", then a series of touch and goes would be ok for currency.  Since there isn't any specific definition for night currency then I'm wrong.

Many of my landings involve a series of touch and goes.  This could save me a lot of time come the fall when I need to get current again.

On 8/26/2020 at 7:52 PM, ohdub said:

That must be a US thing, I'm not aware of that being a requirement here in Canada?

Night currency in Canada requires full stops.  And for our US friends, night flying in Canada requires a "night endorsement" which includes 10 hours of instrument dual and night cross countries etc.  PPL Instrument dual can be carried over.

20 minutes ago, MikeOH said:

WOW!  I must have more lives than 100 cats...I do both without a thought.  Heretic, I know

Welcome to the heretic club.  There are lots of members.

On 4/30/2020 at 11:57 PM, EricJ said:

With the ram air door open on a J model (or I think an E or an F, but I'm not positive on those), the ram tubes in the fuel servo, and the throttle plate, are both in the direct air path.   This means cold/freezing moisture can accumulate on them just like on any leading edge, but when ice accumulate on the ram tubes the fuel injection gets fubared.    All of that is downstream of the automatic alternate air door, so it won't help.   I don't know whether that has ever happened....

Yes, it has happened.  Only took a few seconds of freezing drizzle to kill the engine.

1 hour ago, corn_flake said:

We certainly should check the oil filter as well.  However, dishonest seller could easily change the filter before the pre-buy to mask the issue.

A thorough engine run, probably a short flight would be needed to do a valid compression check.  That should show some filter particles if the cam/lifters were really spalling enough to give a dial gage anomaly.

The important point is that an engine sitting long enough to get a little rust on the cam has probably set the spalling process in motion before external checking will detect anything.  Unfortunately, popping off cylinders is the only way to make reasonably sure.  That, in itself can create maintenance induced failures.

Purchase a plane that’s flown often to minimise, but not eliminate, cam issues.  Otherwise, throw the dice.

I think checking the oil filter for metals will identify issues LONG before any reduction in lift will show, and would (should) should be part of any prebuy. Redundant. 

This is for T6061 aluminum.  I can't find the graph I saw before for aluminum cylinder heads. Anyone?  It's reasonably alarming, particularly because Lycoming sets the redline temp at 500F.  My personal redline is 400F, but even then only momentarily before taking dramatic action.

Temp (degF) Tensile Strength (ksi) Yield Strength (ksi)
75        45         40
212     42          38
300     34          31
400     19         15
500     7.5         5

I was under the impression that all aircraft interior materials were supposed to be self extinguishing.  Why did the entire passenger compartment burn so completely?

Ok all working now. Thanks

Thanks guys.  Replaced a bad fuse on the transistor panel. It works 

now to find the fuse behind the breaker panel