DVA

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About DVA

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    Senior Member

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  • Website URL
    www.vanallenairmotive.com

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  • Gender
    Male
  • Location
    Allentown PA
  • Reg #
    N9153Z
  • Model
    M20M

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  1. Hi Pete, Personally I just power back to book maneuvering speeds when it gets really rough out. I have a g meter that's of absolutely no use whatsoever but it helped me understand what it felt like to hit different loads over time. I was surprised just how hard it was to spike to 3+ G in turbulent conditions. You have a lot of room to bang around before you need to worry about coming back to maneuvering speed.
  2. I like this one
  3. I'm glad you brought this up. It helps to illustrate what I am trying to illustrate. First the facts. You are correct that the final judge of "safe operation" is the PIC. But others along with the PIC or owner have the ability to call out "airworthiness", such as an A&P, an IA, the FAA, or the PIC. "The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight." .... "The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur." What defines airworthy? FAR 3:5(a) gives us guidance to "airworthy" as meaning the aircraft conforms to its type design and is in a condition for safe operation. You can dig further and further for more definition but type design means like from the factory as new, including any legal modifications, such as STCs as long as those STCs conform to their original design as well. So, to your comment that you believe it was up to you to make the fly no fly decision. I agree. But, were you advised by the mechanic that in his view the aircraft was unairworthy? He has a legal say here. If so, was he right? Because if in fact that aircraft was truly unairworthy at that time flying it as you did without a Ferry Permit would be illegal. Even if you disagreed with him. If you, as the Owner judged that he was wrong, and if in fact you were right and the aircraft was airworthy, then you were perfectly legal. Good job! In the end it's as simple as that. Which in the end is not all that simple.
  4. With all due respect you are taking a correct quote used in a different situation and placed it out of context in this thread. Here's when Mike's paragraph is right. If the Annual has *expired*, the airplane is grounded by FAA law. So the only way to get it legally back in the air (sans a Ferry Permit) is to complete a full Annual Inspection that results in any necessary repairs and contains a log book entry stating it is airworthy. IF an "Annual" is started before the last Annual is due, and for whatever reason you want it to stop - mechanic dies, you don't like the mechanic suddenly, you don't like the popcorn - anything, you have the right to ask them to put the plane back together (pay for their work) and you can fly it away. Unless an unairworthy issue was discover! IF a "Pre-buy" (however defined) is started and for whatever reason you want it to stop - mechanic dies, you don't like the mechanic suddenly, you don't like the popcorn - anything, you have the right to ask them to put the plane back together (pay for their work) and you can fly it away. Unless an unairworthy issue was discover! What I am trying to say is that it doesn't matter what you call the "Inspection" - call it a pre-buy, a Annual, a Super Annual or even your own pre-flight walk a round - if an item is found by anyone that makes that airplane unairworthy it cannot be legally flown by any operator until that unairworthy item is fixed or a Ferry Permit is issued. There is no ambiguity in FAR 91.7(a) here. There are no grace periods. And a log book entry or not does not change the fact that the issue exists. That said, please refer back to my original post where I illustrate that rule is often broken ***based on how unairworthy the problem really is *** and as such I provided my opinion on how to use the law to the buyers and sellers advantage.
  5. No. The Annual has nothing to do with airworthiness. The moment that a mechanic, an IA, the owner, the pilot, or the guy who works at the 7-11 points out an issue that renders the aircraft unairworthy, according to 91.7: No person may operate a civil aircraft unless it is in an airworthy The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight. The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur. There is no grace period. It is immediate. That said, the laws are very clear but are often ignored, as in the examples I cited in my last post. The only exception is an AD where there may be a FAA allowed grace period to conform. However some critical ADs are also immediate. If an airplane is unairworthy it cannot be flown, until it is repaired and log entry is made by an appropriate person or its issued a ferry permit by the FAA to allow it to be relocated for repair.
  6. Well... not exactly. The FARs make no provision for an A&P or AI to ground a plane and essentially take it as a hostage. But the rules do have other protections that help guide us from flying unairworthy aircraft. The easiest one to understand is: 14 CFR 91.403(a): The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter [Airworthiness Directives]. In short, the mechanic and or the IA are only responsible for pointing out issues. It is the owners responsibility to ensure airworthiness. A mechanic has no authority or duty to wrestle an owner to the ground and confiscate his keys. So in the example above, if a "pre-buy" or "evaluation" is done and the A&P discovers what s/he believes is an unairworthy issue, can the owner elect not to fix it? Yes. But, the owner now has knowledge of that unairworthy issue. So, can the aircraft fly? Well ... 14 CFR 91.7(a): No person may operate a civil aircraft unless it is in an airworthy condition. That's simple to understand, but we do that all the time in practice. It's seems more like a matter of *how unairworthy* is it? For instance, you have a "primary" oil pressure gauge that's inop but you have a working secondary gauge. Is the aircraft airworthy? Would it pass an Annual like that? No. But I guarantee no shop will take that plane hostage. They'd say to the owner -"you'll need to fix that now or at the annual" If a wing was loose, would you fly it? Of course not. But in the eyes of the rules both a loose wing and an inop primary oil pressure gauge are equally "unairworthy". All this is to say that no matter what you call your inspection, Annual, 100 Hour, evaluation, peek-a-boo, whatever - if an unairworthy issue is discovered, it is now discovered. Period. There's no magic that happens at the Annual in this regard. The owner, not the mechanic is the final authority on maintaining airworthiness and an operator can not fly an airplane that is unairworthy in any fashion per the FARs. I'm ready! Shoot back. Lol
  7. A growing number of shops will not do a "pre buy" inspection, using those words. The litigation costs of purchases gone bad and error and omissions rates are both too high these days. If you haven't seen this already my bet is that you will soon. A term such as Customer Directed Inspection - which has a different legal meaning - will, imho, become more prevalent in the industry in the near future. I mention that just as food for thought. My advice to new purchasers is to use a two step process in the explore and buy phases. When you find an aircraft that you want to explore, you or a trusted designate go put eyes on it first. Look at it throughly from a pilot owner perspective. Turn everything on and off, check it like it was a pre-flight that you wanted to win a contest performing. Take the test flight, look listen and feel - make notes. Get copies of the all the log books and go through them while making a summary list of all major events with dates and times. Look for oddities and patterns of maintenance (or lack thereof) as a pilot/owner would do. Most of all be suspicious and ask questions. Then at the first hint of real concern (the smell test fails) walk away. Don't spend another dime. However, if you like the plane, then treat the deal as if your life depended on it. Find a shop you trust or one that comes recommended from a third-party and have them simply do an annual. That's the best pre-buy and you are getting a legal and current airworthiness sign-off as well. Do this even it the plane has a current Annual from last month. I say this as a shop owner, I have seen paper annuals done, don't trust the last Annual unless you have extraordinary and overwhelming proof and confidence. You can negotiate all of the deal costs, corrective actions and Go - No Go covenants of the Annual into the contract ahead of time. And any seller who has nothing to hide will cooperate fully and fairly in this process. Doing these steps you spend far less money investigating and you do the correct and legally recognized final inspection as you take ownership. Others might disagree, but that's how I do it. Good luck!
  8. Before I bought your Bravo from the last owner, western skyways overhauled the engine. I have about 450 hours on it, I wonder if they may have added that kit? I have no issues at all with that engine. Runs great.
  9. They work great I put one on my Bravo. But before you spend all that money, I'd like to hear why you feel you need one? There's lots of other things that you can spend a large on.
  10. Especially at flight levels. I've written extensively about LOP ops, and learned much from the work of George Braly and the team at GAMI. I'm not a religious LOP guy, when I want to go fast I'll run it rich but if I have a nice push in the tail, I'll nearly always lean back, especially when high. A good balance between ROP and LOP ops does a great job in keeping things clean and saving fuel. A GAMI spread of .2GPH is excellent. On my Bravo I got it to .3 or slightly better. Go give it a try. You won't put the fire out.
  11. Quick answers: no and no. Too lean only means slower speed and less fuel burn so you be the judge of when your too "slow". Optimal CHT are temps below 400. After that temp you logarithmically increase fatigue, wear and changes in metallurgy. Below 400 you don't get significantly better, so 320 in my book is as good as 380. But no one can argue that cooler is better. There is a point where it's too cool, but you'll never see that in the air. Good job on LOP, what engine?
  12. It does, but it is not a FAA limitation. It's 3200lbs, and if you must land at or above that weight there is a procedure to follow in the POH, which is basically to land smoothly and normally. If you have a "hard landing" which "hard" is not defined anywhere include void in the maintenance manual, there is a prescribed procedure to follow.
  13. After you read the above link you should have a better appreciation for the limitation of ZFW on some aircraft. Your Mooney has no such limitation.
  14. Here's a good reference https://support.foreflight.com/hc/en-us/articles/204054785-What-is-Zero-Fuel-Weight-
  15. Welcome fellow Bravo pilot! There are a few of us here with first hand experience. If you haven't flown the long body Mooney's I'd highly recommend getting transition training, this is a conventional aircraft but it likes to flown a certain way, especially on approach and landings. Others will chime in on that I'm sure. If you have any engine questions, I'll try to help. I've spent some time on that topic. Have fun!