M20Doc

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Everything posted by M20Doc

  1. Bob, Typical wing panel screws are AN 507-832R7' this is a non structural 8-32 thread, Phillips drive 7/16" long, cadmium plated. The stainless steel version is AN 507C832R7. I remember from school being told the cadmium imparted some lubricating qualities. this may be the difference and explain why the stainless screws bind at times. Clarence
  2. I had a Mooney customer who passed his last instrument re ride at age 89, he was healthy in mind and body, and was still active in his business. He told me that he would not do his next instrument re ride at age 91 and would sell the Mooney. Sadly, he was right. On a trip through the the U.S. in his Mooney at age 90, he was killed while crossing the street between the hotel and restaurant. He told me being active kept him young. Clarence
  3. Many years ago a friend was lost on a flight from Vancouver Island to Calgary. ELT was heard for a short time but no wreckage was ever located, many hours spent by SAR, both military and private to no avail. 12 years later a hiker found the wreckage and remains, bringing closure for his family. A better ELT and a PLB may have saved him. Clarence
  4. Andrew, Will they be throwing in a few pairs of these for you? Clarence
  5. I've often wondered why so few here sign their post with a name, real or fake? Clarence
  6. Be thankful you don't own a Cirrus, filter replacement is every 2 years regardless of of much TKS has passed through it. Clarence
  7. What does it tell you about this industry when the employees of such a well established business aren't interested in taking it over? Clarence
  8. Re the time to carry out the fuel line AD there are two different scenarios. An owner who taxis to the shop for compliance will encounter more labour than an owner who's plane is already in the shop for an Annual inspection. I presume the FAA suggested labour relates to the former. Clarence
  9. George, with the engine warmed up and idling, smoothly pull the mixture control to cut off. If the tachometer drops off with no decernable rise, the idle mixture is too lean and requires adjustment. Too lean an idle mixture can cause the stumble you describe. Clarence
  10. Leaking front seals, leaking case bolts, leaking thru studs and cracked cases are fairly common Lycoming issues. Start with thorough cleaning and ground run to determine the source. Clarence
  11. Does your version of the "world" include the parts outside of the USA? The FAA normally quotes the U.S. fleet and the financial effect on US operators. There are many more in other countries, albeit not a huge number. Clarence
  12. Except that this tool is not designed to bend 1/8" diameter tubing. Tubing this small made of stainless is not likely to kink or collapse when bent around something fairly large in diameter. Clarence
  13. They can be formed around anything with a radius greater than 5/8". A large socket as suggested, or around an exhaust manifold which is quite handy to the work area and saves walking. Clarence
  14. The fuel injection line is pre-fabricated in the sense that the ends are installed by the manufacturer, they do require forming in the filed to fit the engine, so I'm not sure how that would be interpreted. I guess you could argue it either way. In this case is the owner is replacing the line because he caught a defect not because the AD was due. It certainly falls out side of owner maintenance in Canada. Clarence
  15. You'll need an LW12098-0-210 line, they are supplied straight and are formed in the field to fit the engine. https://www.lycoming.com/sites/default/files/Fuel Line and Support Clamp Inspection and Installation.pdf see figure 4 for your engine. Clarence
  16. We recently tried to buy covers for a Cirrus client from Jim at Plane Covers, he said he was too busy and not taking on new work. Clarence
  17. Put one of these in your Mooney, for better short field take off. Clarence
  18. To all of my friends here on Mooneyspace, I'd like to offer my sincere appologies for my part in the turn of the "Fatalities" thread started by Amillet. We should be taking lessons from this tragedy, which is how it started out. Instead it has turned into a pissing contest about who can read the regs better for which I'm truly embarrassed. I've asked the moderators to delete the thread in its entrirety, I hope they will. Regards, Clarence
  19. I think it really depends on how you intend to use your GPS. If you're flying VFR you won't need and indicator. If you're flying IFR you'll need an indicator of some type. It could be an HSI or a separate indicator. Clarence
  20. I too can't make the video run. In many cases a sticking valve is evident on initial start, and one cylinder will show no or very low EGT. As the cylinder warms the valve begins to run normally and the engine operation smooths. I had this on my E model. Reaming the guides cured it. If the problem is regular and repeatable, start the engine and run on one mag at a time over to sucsesive starts to see if you can isolate it to either ignition system or to the same cylinder indication on both mags, as in Chris's example of bad plugs in the same cylinder. Clarence
  21. I'll echo what others are saying, try work a deal for both. If/ when the FAr re write happens you'll have lots of options for the re birth. In the mean time there are lots of decent avionics out there if you can't wait. Clarence
  22. Yves, Can you fit the hockey stick through the vent window? Clarence
  23. In the Hollywood version the pilot will deploy the CAPS parachute to slow the 10 minute slide across the snow, stopping just before the edge. The relieved couple will deplane just as a gust a wind pulls the plane over the cliff. Clarence
  24. You could give him a sales pitch on a new AoA, he could then shave the margins even closer. Clarence
  25. He may be the best pilot the company has. Just wait till your return flight. Clarence