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Everything posted by M20Doc

  1. Here is the page from the AC43.13
  2. No sealant required because that fitting uses an "O" ring and straight threads instead of tapered pipe threads. Clarence
  3. To be fair we need to compare the Mooney line up with the Comanche series from the mid fifties to 1972 when Comanche production ended. Comparing a Comanche to a current Acclaim is hardly fair. In the fifties Mooney was carving airplanes out of wood and covering them in cotton, while Piper was crafting airplanes out of aluminum. Clarence
  4. I'd love to see some stats on break up rates of the Comanche series. In absence of same I call it BS. Clarence
  5. I wonder what the outcry will be when a drone takes down a plane and the drone and operator aren't registered? Clarence
  6. Sealube or Loctite 569 sealant for the pipe threads. The fitting looks correct, 1/8" NPT on one end, 7/16" NF thread on the other for a 1/4" OD hose fitting which normally takes a 9/16" wrench. Clarence
  7. I looked at both the 260B and 260C before choosing the 400, both are still sound choices. Clarence
  8. Higher, farther, faster, carries more, doesn't leak fuel or corrode. Good choice! Clarence
  9. There is some question of the legality of these two STC's. My local avionics shop tell me I can't do it to my plane. There are other standbys which are approved at more money. Clarence
  10. Mooney seems to have an inspection requirement for Annual-100 hour inspections which covers the engine, and airframe, but seem to have left out any reference to the prop. i will continue to note all maintenance in the applicable log books. Clarence http://www.mooney.com/en/pdf/100_Hour_Annual2007.pdf
  11. Enough fuel for taxi out, run up, the flight plus reserves, it varies with the length of the flight and which airplane I'm flying. Clarence
  12. I looks like the oil temperature probe is leaking, it's pretty common. Remove the safety wire, remove the Cannon plug, remove the probe. Install a new AN900-10 or a new MS35769-11 copper gasket, split side toward the engine, reassemble everything and safety wire. Clarence
  13. I'm curious if anyone here uses AVBLEND instead of CamGuard? Clarence
  14. Someone was paying attention in class! Clarence
  15. The Floscan 201 measures flow rate, the OP is referring to fuel pressure, a different transducer entirely. Clarence
  16. Import/ export can be a costly adventure, we have done lots of them over the years. We can export them as a U.S. Airplane before they leave Canada. This is more costly as an FAA IA and DAR are required. ($2000) typically A PPI carried out at a shop of your choice within a reasonable distant and with you paying the relocation expenses is the first step. Review of log books, Canadian aircraft are just as prone to having missing logs as any other. In many cases the original US logs may be missing. In Canada we have to comply AD's issued by the country of manufacture as well as those issued in Canada, not so in the U.S. We don't really have a field approval system so most Mod's would be through an STC, the bilateral agreement covers these. Removing registration marks if painted on represents a big expenses, so I suggest vinyl at repaint. Not coming clean with CBP can lead to seizure of the plane, this screws the seller as the funds are in escrow and the plane is seized. Then who will pay to release it? Don't go there. Hire a customs broker to handle the paperwork, it's money well spent. Once the agreement to purchase is completed and the funds are in escrow you can have the plane delivered as a Canadian plane and have the C of R cancelled upon safe delivery to you. Happy to speak with you in detail if needed. Clarence
  17. Yes I do. Details of the annual as it relates to airframe, engine and propeller should be recorded in the appropriate log book. Most annual inspection checklists have a sections each of these components. In Canada we have 5 log books to deal with. They are, Journey, airframe, installations mods and AD's, engine and propeller. Journey and airframe entries are identical and detail everything done to the entire airplane (tags go in airframe section) Mod's log records AD, SB, SI, STC as related to the airframe, engine log records engine related work and has its own AD section relating to the engine, propeller records propeller related work and has its own AD section relating to the propeller. Clarence
  18. In both logs if it effects the engine, more details can't hurt. Clarence
  19. Lead acid batteries are normally 2.1 volts per cell, 6 cell battery should be 12.6 volts fully charged at rest. Normal charging voltage of 13.9-14.1 with the alternator at rated speed. If you have an original Prestolite alternator they drop off quickly at idle speed. Clarence
  20. While accessories are technically supplied as part of the airframe, my feeling is that if it took tools to remove or install it on the engine, the engine log book should have a record of the maintenance action. Clarence
  21. If my memory is correct, the A1B6D could be converted to an A3B6D through a Mooney service bulletin. here it is, http://www.mooney.com/en/sb/M20-206.pdf Clarence
  22. The swelling metal theory explains how my engine got to be 720 cubic inches! Clarence
  23. Hank, A few larger sized Adel clamps to secure the Scat duct to the cylinder #3 intake tube should work fine. Usually there is an eye bolt on the rudder pedal step in the firewall, an Adel clamp there as well is pretty common. Clarence
  24. Hank, I would replace the Tyrap holding the Scat duct to the oil return line on cylinder 3. The Tyrap will damage the aluminum tube. Clarence
  25. Does this help?