toto

Well, unfortunately I don’t think I waited long enough on “Both” to tell. I have a video of it, but basically the temp ticks up when I go from “Both” to “Right” but then it’s not back on “Both” for very long before I go to “Left.” I’ll look again and see if I can see movement between the two.

Yes, definitely see a small rise during the mag check. When I switch between “L” and “R” it looks the same, but a definite increase from “Both.”

Only the single-port analog one with factory gauge. It’s pretty useless during the mag check.

Just had Bendix dual-mag out for IRAN at Kelly. Mags reinstalled, engine runs smooth as glass. Mag check is clean, no stumbling on L or R. Switching to "Off" kills engine immediately. So .. my concern is that there is no discernible drop during mag check on either side. After my first run-up, I scrubbed the flight and sent it back to the shop. They found no problems, and said that the RPM drop is minimal but present (they estimated 10rpm drop per side when checked at 2000rpm). Went back out, same mag check at run-up. Engine perfectly smooth on L, R, or Both. Engine dies as expected when switched "Off." Flew the plane on a post-mx flight within gliding distance of the field for an hour. Everything is perfect. Should I be concerned? I've never had a mag show zero RPM drop on a mag check at run-up. I have flown brand new mags, newly overhauled mags, newly IRANed mags, and all basically do the same thing. This zero-drop check is very unusual. But the engine is running great, and I don't want to go digging around looking for a problem if there isn't one. TIA for advice

He said in the interview that there is a major, named petroleum company that's prepared to start production very soon. He didn't name the company, but said anyone who drives down a US street would recognize it. The argument he made in the interview about the timeline is that it will be accelerated from the other end... As soon as there is a viable alternative to 100LL, municipalities will mandate use of unleaded aviation fuel, and FBOs will have no choice but to convert.

Haven’t heard anything new or recent on MS. The “for sale” sign is still up: https://www.bizquest.com/business-for-sale/legendary-aircraft-manufacturer/BW1902593/ Jonny hasn’t been around in a while, though he did provide early updates about no-back spring availability and work on a carbon cowl. Those initiatives seem to have stalled a bit.

Well, geez - yeah, these work if you can turn it on I thought we were talking about a radio in a box or something ..

Btw - if it was sold from the factory as WAAS, it will say "430W" right on the face of the unit. The units that were upgraded are the ones that you can't tell at a glance.

If I remember correctly, the non-WAAS unit uses an 8mb data card, but the WAAS unit uses 16mb. You might just be able to pop out the card to see.

Sheesh, this sounds like a thief that knows nothing about airplanes. I can’t imagine that a DG is worth the risk of jail time. Parker should know about the potential impact of a vandalism claim. @Parker_Woodruff

Ditto. I tried to renew a couple of years ago and their payment processor (PayPal or something) had gone away and it wouldn't work. They emailed me and said that they would get it figured out in a few weeks but I never heard anything more from them.

So the RPM on the display matches the prop RPM as verified with an optical gauge? What’s the underread?

The SB also suggests an inspection every 100 hours, so I assume that an inspector could identify the fatigue before it became critical? I wonder how many electric Mooneys have their gear actuator removed at every annual for a NBS inspection.

(Asking because I don’t know) Does the date limitation in the SB lend any credence to the bad batch theory, or is this unrelated? 6. These new springs from MAC will have a discrete “Date Stamp” located on the identification tag attached to the clutch spring, and identified by a MAC QA stamp to signify that it has been approved from current stock inventory. These “Date Stamped” replacement clutch springs will be dated August 20, 2003 or later. I’ve seen the “bad batch” description many times in many different publications, but I have no idea about the original source. Since it’s now almost 20 years past August 2003, and there’s been no update to that date, it suggests (maybe?) that something before August 2003 was suspect.

Yep, it was one bad batch. The 1000-hour replacement interval has not always been there. SBM20-282A.pdf

Very few. The bad news is that when the spring breaks on landing, the emergency extension won’t work - so you’re pretty much committed to a GU at that point. Aiui, the more common scenario is breaking on retraction.

I think the “hours” measurement as a proxy for wear is kind of strange. We don’t normally track gear cycles for light aircraft, but that’s really the question we’re asking. If you do 1000 hours of landing practice, that spring could have 3-4000 cycles (or more) on it. But if you do 1000 hours of cross country flight, it would be considerably less. I don’t think I’d want to remove a gear actuator from the plane and tear it apart to replace a functional used spring with another used spring unless I knew the donor aircraft very very well.

If you’re flying Part 91, then there’s no mandatory compliance. I had never even heard of a NBS until I read about it on MS. The only springs available are sitting on shop shelves, and I suspect there are very very few of those. I’m over 1000 hours on mine, and I’m kind of just waiting until someone starts making them again. There are a couple of really nice threads with write-ups on MS from Don Kaye and Andrew Hyett.

Awesome, thanks for that. I’m hopeful that they did good work - despite possibly replacing more parts than was strictly necessary.

I’ve tried to keep track of the latest recommendations on MS, but the two most recent top choices seemed to be unavailable (originally Select Aircraft in Lancaster and then Aircraft Ignition Services after that), and I’d read some recent positive things about both Kelly and QAA. If feels like experiences vary widely with all of these shops.

The shop did ask Kelly to send the old parts back, but I have not seen them yet.

I had contacted both QAA and Kelly, and QAA quoted me a 3-5 week turnaround while Kelly quoted 3-5 days. I've heard lukewarm feedback on MS about QAA, so it seemed like Kelly was the better choice...

My D3000 mag/s just came back from an IRAN at Kelly, where apparently they replaced a whole bunch of parts. But the one that sounded strange to my mx shop was marked “wrong housing.” Is it possible that Bendix put the mag in the wrong housing at the factory, and no one noticed? If the housing was worn or cracked or otherwise in need of repair, I’d understand, but this sounds odd to me too. Seems especially curious since Kelly just received a PMA for the D3000 housing last year. Is this a normal thing?

I know that the company is for sale, but my understanding is that they’re still open and making parts. If they’re still making parts, I would imagine that the NBS is one with steady demand.

We haven't seen @Jonny around for quite a while, but the NBS was one of the items on the top of his priority list. They did have some available for a little while (see other related MS threads), but have not been available lately. Maybe Jonny can advise whether these will be produced again by Mooney. There's clearly demand for these, and at this point there are quite a few of us who might buy a second one just to have it on the shelf.