Lance Keve

Having the same issue...once...I found some angled pieces from some old project in my garage and learned from others. Put right under oil filter seam and loosened a bit. Didn’t take too long but not one drop was spilled. Vid from last weeks change. (Was sending to a friend who helped clean up a previous oil spill) 3F1EAA11-86E3-42CA-92CE-2BCD398686F3.MOV

Accelerated. Ha, you’re probably right I passed my Commercial written last week and will probably be taking that practical mid-October. DPE’s are really getting booked far out. Just need the night VFR 2-hour, 100nm with Instructor flight to complete requirements. Oh, and something about mastering manuevers. We all know how to do that with our Mooneys already, yes? VOR/LOC/ILS/RNAV. No NDB. I have 430W, 6-pack, and Stec-30 w/ Alt Hold. So, tested to ACS for that equip. although all was hand flown. I trained using AP after manual was good but we didn’t use it on the test. Could have but didn’t come up. Did the AP ground check during run-up so it could have been fair game. Wouldn’t have been an issue. No surprises. Just planned a x-country, explained as part of oral, departed, intercepted first airway, then unusual attitudes, then ILS to missed to VOR hold to VOR partial panel approach with DG and AI both covered. Missed again, to RNAV ending in Circling approach. All approches were to 3 different runways at non-towered airport. DPE acted as ATC which was a little less easy (different) because I was used to training with ATC. Only hit the mic button once, late on the last approach, to respond to a heading vector assignment. I laughed, he smiled. I wasn’t the first. Anyway, that’s all I remember at the moment. Long morning...

Thanks Dan.

Thanks Mike

Thank you. Agreed.

Thanks Bob.

...Passed. Took the written last November, started flight training this July. ‘Bout time.

One other thing that was mentioned by Precision, is the use of MU-Metal sheeting for magnetic shielding. It's available through Aircraft Spruce and I imagine others. Probably best used when one has identified a specific instrument or avionic that is causing issues for the compass and putting it around that instrument or at least between it and the compass. I don't think putting it close to the compass would be ideal, though. Precision did mention using it to wrap the center post but from holding a sheet of it around the post area, I didn't see any difference in compass movement. I did see it a difference when blocking things like the audio panel a bit. Anyway, just one more potential option/tool.

That is true. And you had to hear (read) my crying and cursing throughout.

Hi Alex, As Marauder has stated, I just went though this fun. Apologies, long: Approaching checkride, the only thing still to contend with was my wet compass being way off on a lot of headings, and freezing throughout all turns until the turn was stopped. I figured it might be the compass itself and since I was down to replacing, I thought I'd give the PAI-700 a try, despite hearing about a 50/50 success rate and some folks liking them and others not. I was completely aware of the potential frame magnetism issues so purchased the compensating balls, assuming I'd need them and they'd be sufficient to overcome any rogue fields. I was informed by Precision that the compass replacement and swinging could be done by myself with just a log book entry, however, since I had an appointment with an avionics shop already, I decided to have them do it. They replaced it fine, however, when we went out back to an open area to swing with someone holding a reverse handheld compass out in front (not too close) of the plane, it seemed the headings were way off. Almost to the point where trying to adjust would be pointless. Here's where a potential mistake was made. Instead of trying to at least get as close a possible, after going around in a few circles, we went back to the hangar and installed the compensating balls. Precision states that you should at least try to adjust with internal compensators as close as possible before using the external compensating balls. Unfortunately, we could not reach their tech support that day due to FAA inspector meetings they had. So, back out to the open area and round and round with the hopes that the compensating balls would do the trick. It was hopeful for the first half as deviations were looking less than 10 degrees and some spot on. But, from 270 on to 330, they were way off. 22 degrees was the worst. Fail. Crazy part is we finally got a hold of Precision but it was too late in the day. Without telling them where our deviations were they said they'd bet it was the W to N quadrant. Yes it was. We spoke about the magnetism and degaussing, however, they didn't have a tool and nobody I called (other avionics shops) did either. So, giving up on that, I left deflated and needed to think about the possibilities. I didn't get clearance on the home front to rip the coil out of an old, but perfectly working, TV so in desperation, bought a degaussing coil: GC Waldom Degaussing Coil, 9317 (Available at a lot of online electronics outlets) Right or wrong, this is how I approached it. (Note: There may have been some voodoo involved) Took the VCC out and removed the compensating balls. Reset the internal compensating screws to align with how they came from Precision. Moved the compass around (with power off) the panel area and up/down to see what kind of movement was prevalent in what areas and if there were any trends. It was shocking how much it moved by just dropping it an inch or two and from side to side. Swung slightly when moving up/down center post but also moved when along roof line to side frame member by windshield. More so on the right than the left. Conclusion: It's all wacky Removed the VCC from the cockpit and put it far away for the degaussing process. Ran some heavy extension cords and draped it over a fat pillow going in through the baggage compartment door (SB M20-150A, 04-22-68 - States keeping cord at least 6 inches away from frame members). As per that SB, had both seats back all the way, started with coil low (and off), turned it on and moved to low front center, then up j-bar and center stack and on to center post. Then circled around towards me, back down and up again, this time moving to right and across to top outer frame sides and quickly repeated for left side. They advise circular motions while doing, which I did. Had to move relatively quickly but not hastily, as the coil instructions state to not use continuous for more than 60 seconds due to overheating. Then wait 30 minutes for cooling to attempt again. They weren't kidding, I'm sure I hit the minute mark and that coil was nearly scalding in my hand. So, when I completed the process, I quickly (with button still depressed) exited the cabin and held it far away while releasing the button. Did it do anything?... I brought the VCC back into the cabin and repeated the process of moving it around and checking for how much movement. It wasn't quite scientific as I didn't record, either before or after, specific spots and deviation swings. It still moved, but potentially less in some areas. Did I mention it was in the 90's with high humidity? With that, I wasn't in the mood to wait 30 minutes to try some more. Packed up and decided to fly over to the avionics shop and see if they'd help swing again, starting without compensating balls and go from there. Short version: They had plenty of time to talk about it but not enough time to go out and do it. I was informed of a compass rose at another airport 30 miles West so figured I'd give it a shot. Brass adjusting screwdriver in hand, set off and aligned on N. It was a bit off, so adjusted. Went to E. It was a bit off, so adjusted. S, what?!?, right on. W, 266!, I'll take it. Then went to all 30 degree intervals and shockingly found most to be very close with the worst deviation being 7 and 8 degrees. Again, this is with the native internal compensating screws and the external balls not installed. Did the voodoo work? Not really sure. A lot of things in the chain make me wonder. Accuracy of the handheld compass method, trying with compensating balls before getting close without, compass rose method, etc. Although that SB should have been done in '68, and a lot of it talks about the wiring going back to battery and not to frame members, it wouldn't surprise me if shops along the way have done installs and not known about that and have grounded lights, etc., to the nearest frame member, adding to the magnetism issue. It's clear that when I turn my strobes on, the compass moves a good amount in one direction. Then if I add my beacon, it moves the same amount further in the same direction. Pitot heat didn't help either. The other electrics didn't seem to have any affect. And here's an oddity. In flight tests on the way home, turning the strobes on or off on a particular heading, didn't move the compass at all!? So, here's where I am. Got it in spec, however that happened. Can feel confident that it is accurate enough to use as a backup. Know that I can pop over to that compass rose for periodic sanity checks and redo if necessary. And will keep that degaussing coil handy as I'm sure (most folks have said, including Precision) the magnetism will reintroduce itself over time. Perhaps I'll make it a periodic thing and chip away at degaussing more and even the engine mount/frame area. Rewiring the entire plane, with special attention to grounding may help but I'm not up for that at this time. Always a battle. Hope that helps and doesn't discourage too much. I think I got lucky as I've heard of others doing a far more intensive degaussing process. Regards, Lance ps, just added the SB attachment sbm20-150a.pdf

A starting point. Don't remember how I got this document. I believe it is an older MAPA PPP document.

Throwing in some for fun.

New Years Day 2016. Heading back home (MA)KBVY from NJ. Wife says "I hope we don't have to turn right".

Congrats! Let me piggyback...I passed mine last Friday. Excited to get started in the air.

Thank you.

Hey, I drive a Civic.

Thank you very much Ross. It's a G80, 500cc. I also have a '49 G80S that's half restored (when will I finish that one...). That's the first year of the swingarm / rear suspension for Matchless and also the year they had their first post-war vertical 500cc twin (G9). Tank is chrome plated but the gearbox and mag drive covers are polished aluminum. I went quite nutty with the restoration to get as exact as original as possible. The only deviation that a purist would see is that the rim center paint and the tank paint would have been red. I preferred the badge engineered AJS version of using black. Every single piece was gone through and all engine internals are new or NOS. Not one "bodge" in this rebuild. Had to get British taps/dies as well as all correct hardware to match, and then had them cadmium plated. Spokes are stainless, but used a trick of bead blasting them to have a cadmium plated look. You're right about the gearbox. You hear about a 'neutral' between each gear but as long as I'm deliberate and not too fast shifting, it isn't an issue. Think it was around '76 where internationally all moved to the left foot shift. Not only is it on the other side, but the gearing is upside down (one up, three down). I used to have a bunch of bikes (now I have a Mooney) of which were a mix of left side shift, right side standard shift, and then the Matchless right side upside down. Used to ride them back to back on the same day when getting them all inspected. Talk about a brain/foot exercise. It's not the fastest (top speed 85mph but I don't have a death wish), but plenty fast to enjoy all the back roads. Used to have a '64 T120 UK spec Bonneville so I know that comparison. It is so well balanced that it handles great barely moving or at speed. And surprisingly comfortable like riding along in a chair. But, with that rigid rear I'm definitely avoiding big potholes. Shares at least two things with Mooney...magneto ignition, and excellent gas mileage. Taking it easy and lumbering around can see 75mpg! Anyway, thanks again. Regards, Lance

Thank you. A blast to ride. Has been rock solid reliable.

Thanks Don. Yes, restored myself (nearly killed me...as you might imagine from the before picture), except for some things that were farmed out (Chroming, etc.). Yes, chrono speedo only.

When my 66E is feeling old I bring my ‘48 Matchless by to make it feel better... Before: After: They’ve met but I don’t have any pictures of them together.

I'm doing my best to hide all my aliases... Gotta keep that world hidden...

Hi Tony - Plans for me changed. I'll be flying South this weekend instead of to the airshow in Maine. Have fun, if you go. Let us know how it was. Regards, Lance

Thanks again. Will definitely try to make. I'll let you know as it gets closer and which day, etc. Regards, Lance

Thanks for mentioning. I'm interested although a bit day to day at the moment. It's only 40 minutes flight for me. I assume they've got fly-in directing/parking sorted? Nothing on the website covers that. You'd think I would have had enough just having done Oshkosh, but I left before the Blue Angels so this would be good to catch them now.

Hi Oscar, Sure, but I'm on vacation without computer so will send when I get back this weekend. Regards, Lance