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About philiplane

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  1. Placard the panel to notify the pilot that "Nav lights must be ON for ADSB Out function". Or run the wire.
  2. I've seen more than one guy spend $800,000 on getting his private. That included the cost of the new Cirrus SR22 he bought to train in though....
  3. There are date codes on the rubber portion of the isolators. 7-95 means it was produced in July 1995 for example. Three of the four isolators are readily accessible. The fourth one is a nightmare. It takes the better part of a day to change them out, and you need an engine hoist with a tilt adapter so the engine can be tilted as needed in addition to being lifted.
  4. The isolators should be replaced every 5 to 7 years on turbocharged planes for maximum effectiveness. Heat kills the rubber. After 7 years they are too stiff to limit the vibration transmitted to the airframe. Unfortunately, many people leave the isolators in place until they are sagged and dry rotted.
  5. There is a premium for buying the kit, at $1100 for four. The individual mounts vary between $180 to $210. Spruce has them in stock for $209 each. I buy them for $180 each, but my supplier is out of stock, with an expected due date of November 15th. They are the same mounts as the 182T Cessna. #J9613-82HA
  6. This is well within the capability of any A&P familiar with 4130 tube repairs. AC43-13 has guidance for fabricating and welding an overlay type reinforcement.
  7. In the automotive world, you have to approve the repairs first, and if they do something unauthorized, or the cost is twice what you approved, you don't have to pay for it. Airplane service does not fall under the automotive consumer protection laws. It's still a "buyer beware" environment. So you should always specify that the inspection results be given to you, along with a list of discrepancies and the cost of repairs. From that list you can decide what to do, or not do. The best shops already do this. The small shops typically do not. The only thing preventing a $3k quote from becoming a $25k quote is YOU. That said, bill padding is rare because it's not really necessary. We're working on 30 to 50 year old planes that don't owe anyone anything. There will always be a surprise expense simply because the planes are old. The most expensive annual is the one after buying an old plane that has been sitting, and flying the heck out of the "new to you" toy. You find all the neglected things that were wrong, and this is where you find internal engine problems due to inactivity. Cylinders self destruct, camshafts get wiped out, etc. And so you should find a mechanic that inspects the plane, creates the estimate, and waits for your approval.
  8. A344T Halon extinguisher. Fits in several different places up front, or in below the back seats on the spar cover, where the pilot can reach it.
  9. When planes leave the US for Canada, the original logs are only useful to fill out the import paperwork and start Canadian logs. Most times the US logs are put somewhere safe, meaning they get lost or tossed out, at least in non-turbine aircraft. When it comes back in into the US, the DAR examines the Canadian certificate of export, and a US mechanic starts new us logs. Then the Canadian logs become useless. Crossing borders with planes is like starting from new every time. Anyone experienced with the import export business knows that the paperwork trail starts at the moment of import, so they don't place much value on previous paperwork.
  10. 4500 feet is plenty of runway for a heavily loaded Sovereign. And 4000 feet is the minimum for a rejected takeoff in a Sovereign. They have very good performance. Can operate from a 4000 foot runway and fly non stop from Boston to San Diego. Of course, that assumes the whole runway is available for landing... meaning the wheels are on the ground in the first 500 feet or less.
  11. Burned exhaust valves in these engines are usually a byproduct of loose exhaust valve guides. Whenever you have a rocker cover off to change the gasket, check the valve stem for wobble. Excess stem to guide clearance will appear a few hundred hours before the valve burns.
  12. Dividing horsepower by 11.48 will give the target fuel flow in gallons per hour for standard day conditions in a normally aspirated engine.
  13. fuel stains running down the belly indicate a leak in flight. They will not show up on fuel flow since the leaks usually come from components before the fuel flow transducer.
  14. Never accept an aircraft weight that was done by calculating fuel out. It is guaranteed to be wrong, since you don't know the actual weight of the fuel in the tanks without checking the specific gravity and using a calibrated pump to fill the plane. That's why the correct procedure, in every maintenance manual, is to empty the fuel tanks. Some may require adding a specific amount of unusable fuel, per tank, back after the plane was drained. This, along with leveling the plane, is to establish the correct empty weight CG. 60 gallons of fuel can vary by 18 pounds, depending on density of the fuel on that day. And how do you know how many gallons were in the tanks? That can vary by several gallons per tank, depending on how they were filled.
  15. When an airplane is altered by installation of an STC'd product, the STC may contain Instructions for Continued Airworthiness. If it does, they are mandatory if they are listed in Chapter 4, Airworthiness Limitations. Field Approvals may also contain ICA's, and they would also be mandatory, if they have a Chapter 4 limitation. Because ICA's contain work instructions, work performed requires a log entry under part 43.9. A compliance statement would be required in the annual inspection entry, referencing the applicable ICA's. Where this gets sticky is when something fails, and the pilot or their survivors go to court. If the mechanic ignored those ICA's, he is going to be sued and lose. You will see some shops list everything under the sun, and have the owner decline them and sign for the deferrals. That protects the shop from future litigation. A flat fee annual normally covers only the original configuration airplane. If you have a highly modified plane, there will be extra inspection & maintenance items associated with the mods, and those are rightfully billed separately, once the shop confirms what has to be done. That would be after the initial inspection, where they were using the Mooney specific checklist.