A64Pilot

OK, I remember when Gulfstream was working on that seemingly not too long ago, but I guess it was actually.

See, I thought it was the cap on the Johnson bar they were talking about. ‘I include my Spouse in the gear down check, I’m so paranoid I like to get the gear down prior to getting in the pattern and things get busy, her job is watch the indicator on the floor, I’ve gotten her paranoid to so she pesters me about the gear before I’m ready, but I don’t fuss as I don’t want her to stop. ‘I’ve seen so many good pilot’s mess this up. It’s like ground looping I’ve been told eventually everyone will, I haven’t yet so I guess I worry about that too.

Did you repair the cross over tube or replace it? What’s SV?

I’m of that mindset as well, what often throws a wrench in that is when parts just aren’t available and or the overhauls are of poor quality. ‘If done well overhauled parts are often better than new, but sometimes overhauls are poorly done. The WWII era reverse current relays and voltage regulators we used to use had an excessively high failure rate. The Lamar generator control unit we eventually went to however was rock solid, so sometimes new technology is better. The continuous duty Weldon fuel pump we used on the GE-H80 lasts about 200 hours though, then the brushes are worn out. ‘I should put an LED inline with my boost pump, I’m bad about forgetting to turn it off sometimes, an LED would remind me.

Good thing it wasn't night IFR,I assume the big Alt breaker popped?

I’m surprised that Mooney doesn’t have at least an unofficial presence here, owners groups and professional organizations are a exceptionally good way to disseminate information, if Mooney had a presence, they could have gotten the word out about an upcoming SB, and probability of an AD. On edit, have they ever been invited?

I’ve gotten complacent a time or two and had one go dry unintentionally, I’ve never had one quit, as was said as soon as that engine stumbles, you realize why and have the fuel switched before the Wife has time to say anything. I’ve never even had to turn on the boost, switching tanks it picks up immediately. C-210 didn’t have a totalizer, so you used the gauges and the clock so it wasn’t all that accurate. ‘I’ve not run my Mooney dry, but think it would be the same? ‘I’m really, really surprised a turbo won’t restart up high, I thought one would, but be really rich until boost built back up, but wouldn’t that happen very quickly? I mean like a couple of seconds?

OK, here is rhe link to the AD, apparently there is a preceding SB, Somehow I missed that https://www.federalregister.gov/documents/2021/06/02/2021-11443/airworthiness-directives-mooney-international-corporation-airplanes Often AD’s are initiated by the manufacture who issues an SB first but believes an AD is warrantied. I have avoided an AD on limited run aircraft by Issuing a SB that had as part of the SB a card that was filled out and returned to ensure compliance, as there were only a limited number of aircraft we could contact the owners. ‘In our case it was an elevator control tube end that he threads were cut with a Die as opposed to being rolled threads, one broke and the pilot made a semi-successful landing using pitch trim only. You have over a month to accomplish this AD before your grounded so if they hear about it in time, surely no one will be grounded, seems like a simple AD

Most often AD’s come from SB’s and incorporate the SB in the AD, but as no SB was referenced it seems they skipped that part, which is unusual. Odd because an AD actually takes quite a long time to be issued, and it’s common that the FAA works with the manufacturer and gets an SB out first. I believe the time frame for an Emergency AD is 90 days and they get to skip quite a few steps for an Emergency one. ‘For a regular AD first there is an NPRM where the public gets to comment and the FAA answers the comments, then of course data on what the effect of the AD will be, how many aircraft affected, cost per aircraft cost to the fleet etc. ‘So months are required for a regular AD and it can take much longer if say an organized group fights, like the Beech T-34 community for instance, I don’t know if AMOC;s are looked at before the AD, but think they are.

That plug is oily, but does not have any evidence of burning oil, it actually looks pretty darn good to me. ‘So spark plug washer isn’t it, actually that theory is sort of nuts. So clean the engine off really well and run it uo, I like a spray can of Gunk and a cheap pressure washer myself, alcohol works great for a clean engine to start with. ‘To really find almost impossible to find leaks, spraying developer from a dye penetrant kit is excellent as it will show even a tiny amount of oil, run it’s short interval if you do that because more than a tiny bit of oil will over whelm the powder. I’d bet spray foot powder would work too. ‘ I’ve very often seen valve covers leak too, Lycoming oil tubes are an easy fix, small Continentals require you to pull the cylinder, so be thankful.

I’m nearly certain that the TH-55 I learned to fly had that motor, I know it had an IO 360 Lycoming, I believe 210 HP https://en.wikipedia.org/wiki/Hughes_TH-55_Osage I think we ran them at 2900 RPM? But ran that RPM constantly and we ran them hard as they weren’t overpowered, they were governed by”George” George was an oil driven plunger that when you hit the RPM limit, he would hit the throttle knocking it way down in power, then releasing it of course, this caused all sorts of problems for a fledgling pilot. The Army sold them all off in lots and many of us really wanted one but of course couldn’t afford one. ‘I woudnt be surprised to find out that the HIO case wasn’t stronger then a regular IO I’d guess that with the aircraft and spares maybe up to 500 engines were sold? Most in aircraft though

Depending on the turbine aircraft your flying, the work load can be actually less. I’d expect the old straight wing Cessna to fall in that category, but I have never flown one, never logged any jet item in fact but their reputation is that they are slow, but easy and forgiving to fly, pretty much like most Cessna’s There is no mixture to worry about, no prop control. no cowl flaps. Pressurization is I believe automatic, biggest concern would likely be electrical failure, loss of an engine is probably no big deal in the way it flies. ‘I think they are single pilot aircraft? ‘I would also be surprised if insurence would allow any low time, inexperienced pilot as PIC, but in my opinion over dependence of automated systems is common, many consider loss of the autopilot in IMC an emergency. Its seems also probably due to insurence costs that non professional pilots are uncommon, I’ve never checked but assume the difference in insurence cost may pretty much pay for the pilot.

Wing gauges would be nice, but I have bladders and I don’t think they are an option with bladders

Even if you stop the prop, depending on the health of the engine a quick decent will get it spinning again. ‘This is my C-140, it has strong compression and it took 120 MPH to get it spinning again. The flying club in Americus Ga has or had a C-172, motor ran fine but it was so low in compression that you couldn’t get it to stop, even in a stall it was windmilling. If you choose to stop a prop inflight, just make sure the engine is nice a cool, low power descent for a while, you don’t want to shock cool a hot motor, be sure to have a forced landing area made too, just in case I guess. Glide ratio does improve and it’s nice and quiet. 2DD01869-5ADA-4CD9-841D-A59070FB1766.MOV

Curious, we’re you born when your airplane was built? At you guys age I think I was trying to afford a VW

Actually people do it all of the time, but usually there is an engine and prop to overhaul. My neighborhood isn’t all that big about 80 houses. two people rebuild / overhaul and or actually build at least one aircraft each over winter. One guy is from Maine and builds a Super Cub every year, the other guy is from Alaska and shows up with a Beaver that he refurbs. Both do it to sell, as those two aircraft are quite sought after they can be quite a bit of profit. The Beaver guy has moved on, the Super Cub guy just sold this years project for $100,000 Average Crop duster is an A&P and during the off season it’s pretty common they refurb an aircraft to sell

Unfortunately I don’t believe the J model is on the PP’s approved model list, not saying it wouldn’t work though. I did look as it’s less expensive and while a cannon plug is easier to install, I feel crimped terminals are more secure and easier to replace There are four wires, and I believe it’s as simple as power, ground, field and over voltage annunciation

To be honest I was not a pilot before I was an A&P, so I really don’t know the pilots limitations, but surely they are allowed to spray cleaner into a switch, so long as they aren’t removing the switch? My journey was different than most, I took a written, due to military experience and “poof” I was a Commercial pilot with an instrument ticket

It would help tremendously. Spruce doesn’t have any in stock, I assume Zeftronics does, but they are almost $100 more than Spruce. Would you be interested in selling it? If not having a known good to test would be nice, may save me a lot of money, because honestly I’m down to either it being the VR or the cannon plug. I’ve cleaned the cannon plug best I can with no change. Mine is the 1981 original so it doesn’t owe me anything. There are apparently two different cannon plugs though, one is a large metal Mil Spec and the other is a smaller black plastic cannon plug, mine is the smaller black plastic one.

I knew that restarts at altitude are a big deal on a Diesel as they are a compression ignition engine, but never knew it about a spark ignition turbo.

If your pushing fuel, run one dry. I was told that by a very experienced ferry pilot. his reasoning was then you know there is nothing left in that wing, many have convinced themselves there is enough when there isn’t. But when you know all there is is what’s in the one wing, your more likely to find a place to land. Runing one dry at altitude isn’t big deal really, first it’s unlikely it will suddenly quit. most likely it will droop in power and maybe surge a bit, usually you have the selector on the other tank by that time and it picks up and is fine. Personally I won’t go below 5 gls in a tank if I’m below cruise altitude, afraid I’ll get busy and forget and run out at low altitude. The calibrated stick is a pretty good way to know about how much fuel there is on a partial tank. you can also buy ones that look like a tube and you stick your finger over the end to hold the fuel into read the level. Best plan is to start with an empty tank and add some amount, say 5 gls at a time and mark the stick, once done transfer the marks to another stick so when you lose it, you have a master to mark another.

If you use a stick and they are good, be darn sure to use a stick long enough so that it can’t be dropped into the tank. ‘I had a heck of a time fishing one out of a C-210’s wing. ‘Oh, and back the totalizer up with a clock, only time you can have too much gas is if your on fire.

That would make sense as their maintenance procedures guide or whatever it’s called is extensive, and I bet expands greatly on it. I’d guess galley parts for say the coffee maker would be treated differently than some flight control hydraulic valve. I’ve never worked 121 or even 135 for that matter but it’s my understanding that the 121’s guys books cover in great detail. far more than the FAR’s Anyone way more curious than I am, here is a link https://www.faa.gov/documenTLibrary/media/Advisory_Circular/AC 120-16F.pdf

OK you convinced me

You know I believe even 121 guys can do the owner produced parts, need to look that up, because that’s tough to believe. ‘The Brits used to love to come as exchange Officers to the Army test activity, because we could do pretty much anything, but the brits had to get permission from the manufacturer to change brand of tires on their military aircraft. on edit, sure looks like it, but i bet their approved maintenance program won’t let them n. Owner/Operator Produced Part. Parts that were produced by an owner/operator for installation on their own aircraft (i.e., by a certificated air carrier). An owner/operator is considered a producer of a part, if the owner participated in controlling the design, manufacture, or quality of the part. Participating in the design of the part can include supervising the manufacture of the part or providing the manufacturer with the following: the design data, the materials with which to make the part, the fabrication processes, assembly methods, or the quality control (QC) procedures. https://www.faa.gov/documentlibrary/media/advisory_circular/ac 20-62e.pdf