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Everything posted by A64Pilot

  1. Start looking around at mooney gear collapses, you will see., Real collapses not the I landed and they collapsed, but when the airplane was lifted they functioned normally collapses. Or the very rare J bar slipped out of its downlock collapses, there is a video of that somewhere I’d search, but the search function as near ad I can tell is worthless. In order for all three to retract that pretty much means nothing or not much is broken, but usually on a real collapse something breaks, like the actuating rod for that one gear as in a side load on a main for instance, one gear is being forced open, but the other closed, so the one being forced closed collapses it’s actuating tube and does fold. Slam the nose down too hard and or repeatedly and it’s tube is bent, and the nose gear collapses, so while yes they are interconnected that doesn’t mean when excessive force is applied that they all move together. A quick google of mooney nose gear collapse turned up more than I expected
  2. In Florida the required auto insurence is $10K https://www.flhsmv.gov/insurance/ It’s pretty obvious the reason why you must have auto insurence is because the insurance lobby got that law passed, I’m sure there is a lot of profit in writing millions of $10K policies. In 2015 Fl had over 15 millions registered vehicles, average cost for min legally required insurance in Fl is $1,000 per vehicle per year, it was actually $997 I rounded it up, what is it today? A lot more than $1,000 is my guess. That’s 15 Billion per year in just Florida, chicken scratch for the Federal Government, but to me it’s real money. Full coverage is on average $2,700 per year in Fl. I’m real low risk for insurance, haven’t had a claim in decades, only one I remember was 40 years ago, I insure three vehicles, only one full coverage, and my auto insurance is about what I pay for my house, which is about what I pay for the Mooney, so $6K a year in insurance, one claim in 40 years? Insurance is of course a rip off, it has to be, because there has to be a profit after all their expenses are paid, and they have a whole lot of employees and other expenses on top of the profit. Mooney is the only airplane I’ve insured, and only because of the **** NBS spring USAA isn’t nearly as good as they used to be, they are just another mainstream insurance company now, but they won’t write insurance for an antique car, a big boat, nor an airplane and they dropped motorcycle insurance years ago and push you off on Geico I believe
  3. I understand that, but if you look at most hard landings etc, only one gear folds. You go pogoing down the runway, usually only the nose goes, of course the tubes to the nose bends, something had to or they all go together, or someone tries a turn too fast or just gets sideways somehow, usually only one main folds. But for all three especially with the J bar still up is I’d think real unusual, I’d expect the up lock to fail.
  4. Real quick explanation of the difference in a recall as in your car and an Aircraft AD. Auto recall the manufacturer screws up and they pay to fix it, manufacturer loses money, recalls are not mandatory. AD, manufacturer screwed up, and your going to pay for it, AD’s ARE mandatory, and often the manufacturer makes a profit from the AD.
  5. The message you sent me is greyed out, if you wanted me to read it, resend, I’ve not seen that before

  6. If you like, do you know why it vibrates? It vibrates because the coil is just a simple transformer, a transformer will increase or decrease voltage if AC current is run through it, but if you feed it 12 VDC you will get nothing out of it, but if you feed it pulsating DC it will act like AC current and the transformer will work, so hence the vibrator to turn DC into pulsating DC. An automobile coil works only because it gets a pulse of DC, but hook it to a battery and nothing happens. A more modern car with a distributor ignition gets one spark per cylinder firing sequence, however a trembler coil will continue to fire as long as it’s grounded, the old Model-T’s etc grounded the coil for about 25% or so of engine revolution, so they could tolerate much leaner mixtures and were often easier to start than distributor ignitions. Interesting to me that after over 100 years the most modern ignition systems bring us back to a single coil per cylinder. So how much more reliable could an aircraft ignition be if it had a separate ignition system for each spark plug? Its certainly possible with modern electronics
  7. Yeah look at the name of the link, Trembler is the common name that comes from the noise it makes, AKA “buzz coil” or even vibrator ignition coil.
  8. The SOS or vibrator is actually a trembler coil, My 1923 Model -T has four, one for each cylinder, the design is well over 100 years old, maybe 150 yrs old? https://en.wikipedia.org/wiki/Trembler_coil Trembler coils are actually very reliable and require little maintenance, usually getting wet is their biggest problem. There is a capacitor in the 100 yr old Model-T coils that sometimes goes bad, after 100 years though. What is neat about the Model-T is the four coils sit tightly paced in a box, if you need to remove one, simply slide them out. They have three contacts in each coil that match up with three bent copper strips inside of the box, just like changing batteries in your TV remote. Back in the day trembler coils were used to increase the voltage from a battery high enough for tube type radios etc. ‘Early model Jets etc had vibrators to shake the instrument panels to keep the instruments from sticking, even much later many altimeters had vibrators built into them to keep the needle from sticking, those you can hear them buzz when you turned on the Master So there have been quite a few vibrators that could or were used in airplanes.
  9. That’s a circular argument that has nothing to do with the existence of a 337 or not. To insist no matter how bad it’s torn up that’s it’s not damaged if there isn’t a 337 is silly. I’ve written a 337 for repairing a cracked compression rib, so I guess that aircraft was damaged from normal wear and tear, where the wing being torn up beyond repair on my 140 wasn’t ?
  10. Yeah, well I guess that’s one reason. Always wondered why Southerners never move up North to Retire?
  11. If you follow the mantra of run it until it starts making metal forget about TBO, then your better off going with an overhaul / exchange, because that metal is coming off of something that’s expensive and very often has worn something else expensive too. You’ll likely spend more money than an overhaul / exchange if you overhaul yourself, and have less resale. However if you TBO one meaning take apart a perfectly good running engine just because it’s at 2000 hours, then it’s very likely all the expensive stuff is still good, and only things need replacing are the bearings etc, although I send the rods off for magnaflux and “rebuilt” and the crank off to be magnaflux and polish, the case for inspection and welding if necessary etc. ‘Once bearings wear the babbitt off and you get into copper, then the crankshaft begins to wear, but change bearings before then and the crank sees little if any wear. That resets the clock for another 2000 hours which for average Joe is 20 years
  12. You care why it was done because often a ground loop especially with wing contact hard enough to damage the wing can result in door post cracks, door post cracks are not readily apparent but are a whole lot of work to fix, much harder than changing wings. The cracks seem to occur right where the wing strut attaches to the door post. Also ground loops can cause cracks in the landing gear boxes, which are difficult to inspect and are a real bear to remove to repair by welding. Either is probably a 100 hour labor repair. You care if a Mooney has geared up because among other things you want to ensure the Lycoming prop strike SB was complied with, I believe the AD only requires the gear and bolt to be replaced and that can be done without engine removal. I want the SB complied with. ‘Don’t quote me on that though because it’s been years since I dealt with a prop strike. (knock wood)
  13. Maybe, but even though I’m rated to do the work, I think sending it to someone that’s done several times is probably a better idea. Especially since these things must be made from Platinum
  14. That’s the $50,000 question, I’ve gone back and forth on that myself. I had supposed though that this little spring had gained so much exposure, that and as it’s cost to me is $1,000 I had assumed it would have been made to NASA standards and inspected sixteen ways from Sunday. Maybe not? So now I’m wondering if I should ask for my $1,000 back or wait until it comes in and just keep it. ‘I do feel that my 1981 actuator should be disassembled, cleaned, inspected and re-greased though, grease is surely way past needing replacing.
  15. Almost certain the entire spring is heat treated. It’s the heat treat that makes it “springy” If there are of have been cracks at the bend of the tang and or broken tangs, it to me could possibly indicate that the tangs were formed after the springs were heat treated, which is normal, as I don’t think it’s normal to heat treat small springs after being formed, but bending heat treated steel in a small radius can fatigue it For normal small common springs they are wrapped or formed from already heat treated bulk stock. We had problems with a batch of elevator down force springs where the ends broke off. They looked exactly like screen door springs and the ends were formed by merely bending the last loop out 90 degrees to leave an open circle to attach a cable too. They broke because bending the wire that much after it was formed overstressed it, fatigued it I believe. But I don’t remember what the fix was, but it was a manufacturing change of no great consequence, maybe they heated the end prior to bending or opened the radius of the bend, I don’t know.
  16. I see “damage history” being significant damage that has occurred to an aircraft, like a wing being destroyed is damage history in my opinion. An aileron destroyed in a parking accident is damage, not major damage, but it’s damage. But replacing a wing doesn’t require a 337, nor does an aileron replacement. By saying that damage is only when there is a 337, means major repair history to me or of course major alteration, but doesn’t necessarily mean damage. Many times a structural repair from normal wear and rear requires a 337. We differ in opinion is all, I think as a wing had to be replaced on my 140, it has damage history.
  17. So parts destroyed during impact with something or a gear up aren’t damage history? Often a part can be replaced instead of repaired, so no 337 as there was no major repair. You gear up, I can replace flaps, belly skins maybe some stringers, antennas whatever, replace the prop, remove the engine for tear down, all with no 337. Before stickies Logbooks could be more trusted more than now in my opinion although it’s a recent opinion, when people first started the sticky thing it was because people like me have terrible handwriting and sometimes it was difficult to read, but a typewriter or now computer is perfectly legible so I thought great, the typed stickers looked more professional I thought than chicken scratch too. I always put the sticker in the book and I thought everyone did and it was required, probably from my Military time, things are mostly the same, but with some significant nuances. It was on this site that I learned that some had been told to not let that mechanic put that sticker in the book, require that it be handed to you separate, and that was legal as well. Well if people are doing that it of course means that at least some logbooks don’t contain the full and complete history of the aircraft. I’ve always told people that in a purchase inspection that what’s not in the book was more important than what is, to look for repairs etc that aren’t in the book, like a row of oversized rivets etc. But now as it’s so easy to lose that loose sticker that was prepared to record the repairs made from whatever damage they are even less reliable it seems. All this is just meant to show that’s it’s possible to have had a flight control replaced that the entry never made it into the logbook. It’s always been that way though, my little C-140 has light hail damage on one elevator, without any entry in the book about it ever having been replaced. It does have an entry where one wing was replaced. Almost certainly from a ground loop. So she was ground looped and tore up one wing and likely an elevator, but no 337, so no damage history?
  18. It’s not and it’s not uncommon at all for flight control swaps due to damage to not make it in the logbook. That’s is the obvious intention of one well known mechanic advising owners to get anything like that put on a sticker and not in the logbook, After some time the sticker is lost, Voila no damage history.
  19. There are I believe several in airports, I remember one in Alaska as a kid 55 years or so ago, anchorage maybe?
  20. Point is I think that a Mooney has a Mission in the NWT or Alaska, that it’s not the 1970’s anymore, the Alcan is paved now and there are very many strips suitable for non bush planes. I first flew that part of the world as a kid in the late 60’s in my Father’s 182, and back then a 182 was probably the min airplane to fly around most of the country and even then you had to be careful to not get in over your head. I went back with my kids I guess 50 years later, and wow it sure it different now. Sure there is still back country, tens of thousands of miles of it in fact and with the advent of 406 PLB and remote radio retrans etc I flew my kids places my Father would have never gone to as it would have been unsafe back then, we dipped our toes in the Arctic Ocean for example. Even Tuktoyoktuk on the shore of the Arctic Ocean has a 5,000 ft by 150 ft gravel runway and is serviced several times a day by Beech 1900’s from Inuvik, and that runway is as smooth as asphalt, in fact as a tailwheel I much preferred it because it had some slide like grass, not much just some. I just read there is a road to Inuvik now so not so much air service. When I was there the Canadian Government paid for the flights and if you were a native you just got on and the flight to Inuvik and back was free. Look how modern the terminal in Inuvik was 15 years ago The little girl is now 23 and Married.
  21. Just about everywhere I flew to in the NWT was served by Beech 1900’s, anywhere a Beech 1900 makes frequent flights I’d have no problem in my Mooney. I sort of felt a little out of place in my Maule with 8.50’s and VG’s etc., good thing I left the 29’s at home. Many or most weren’t paved, but the gravel was so fine and small and well packed that it was like a Rubico tennis court. There are of course gravel bars and that’s why so many SuperCubs etc are in 135 ops, but there is a tremendous amount of work that’s not gravel bars or super short strips, so sure A-36’s etc can be used for 135 ops in those cases, but 205,6,7 Cessna’s will haul significantly more for less than a Bo or a Mooney.
  22. Yeah, maybe if you maintain it like the US Navy, maybe. But their aircraft are manufactured knowing that they will live in a Corrosive environment, Corrosion is why the Naval Apache never made it, it wasn’t manufacturers with the idea of being put in a corrosive environment. Neither was a Mooney. But That’s not what I see with most aircraft tied down, you can never say 100% with anything, but you can determine averages. I would be very, very careful buying an airplane that was tied out much, especially in Florida, and yes you go down to South Fl and you see it, even with newer high buck airplanes. ‘I live in Fl and can say if you are buying an aircraft in Fl, first check where it’s been stored, save yourself some grief, and if everything looks good, really dig into it, which is invasive and some may not allow it, so walk.
  23. Which is exactly what happened when the Army switched from JP-4 to JP-8, the AH-64 fuel quantity system measured capacitance, so it actually weighed the fuel, over 376 gls the JP-8 weighed about 100 lbs more from memory, but our fuel burn when measured in lbs per hour was identical, but our gallons per hour was less. I think we burned about 1,000 lbs per hour so 100 lbs gave us 6 min more endurance? So if the Gami fuel is the same and it’s 3% denser, but lbs per hour is the same, but we buy fuel by the gallon, that means that the Gami fuel would be 3% cheaper, so there is a slight price break that’s not reflected in the price per gallon. I know 3% isn’t much, but I’ll take anything I can get.
  24. I understand that, but was explaining why Diesel is no longer burned by Crop Dusters, it would burn OK I’m sure but why burn Diesel when Jet is cheaper? We never re-certified the Thrush for ULSD and #2 Diesel just doesn’t exist so it’s a moot point. #1 Diesel was allowed too and I think it’s still available, it’s I think pretty much Kerosene, winter fuel and I’ve never burned it so I’m not sure, but think it’s even more expensive than ULSD? It will even burn Bio Diesel fine too, we went down that Cert route too but quit, one of the biggest problems is that there is or was no standard for Bio, and there are many ways to get there from french fry grease to Algae and the product is very different, so you would have to Cert every possible Bio, which would be stupid to attempt, or Cert only one type which is where we were headed. I think this is current price differences around the world for Diesel vs car gas, interesting to see such huge differences, makes you wonder why, I’m thinking ULSD is a reason https://www.globalpetrolprices.com/articles/4/
  25. Wing washout keeps the stall inboard as the outboard sections are lower angle of attack, but it’s less efficient, most efficient is no washout, but it’s much safer especially for an aircraft maneuvering close to the ground nibbling at a stall to have washout, but that's not a Mooney’s mission. As crop dusters are nibbling at stall at every turn when heavily loaded the Thrush has 1.5 degree washout ensuring a stall will start inboard even if your a little out of trim (it’s natural for a pilot to step on the rudder to tighten a turn, we shouldn’t but most just instinctively do, bad habit) The Air Tractor has little if any washout, and got a reputation of killing pilots in the turn, so Air Tractor drivers use flaps in the turn, this washes out the wing, but of course increases drag, thereby negating the advantage of no wash out. Flaps as they increase the angle of attack, wash out a wing. It’s my opinion that Mooney’s don’t have very gentle stalls, no aircraft with stall strips do, so they tried increasing the washout, which increased drag, slightly slowing the aircraft. Mooney’s niche is good speed with less fuel burn, so they quickly decided it wasn’t worth it. It boils down to TANSTASFL. https://en.wikipedia.org/wiki/There_ain't_no_such_thing_as_a_free_lunch
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