A64Pilot

I tried sending an email to the AOL account listed. it’s undeliverable .

So what I’m saying is in my opinion and as the guy who ultimately is responsible in determining whether it’s a minor or major, I say make you own visors if y9u don’t want to pay $500 and install them as a minor with a logbook entry if your rated to do so, and if not talk to your A&P and ask him or her to.

This is the FAA definition of a Major Alteration, someone please tell me how Sun Visors or clocks fit this? Major alteration means an alteration not listed in the aircraft, aircraft engine, or propeller specifications - (1) That might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or (2) That is not done according to accepted practices or cannot be done by elementary operations. Minor alteration means an alteration other than a major alteration.

Yes an STC is what it says it is a Supplement to the Type Certificate of the airplane, in other words it’s changing the Type Certificate, so of course that makes it a major, which is documented with a 337 as majors whether repairs or alterations are documented. It’s tough to make the case that sun visors or a clock change the type certificate, however it’s not tough at all to make the case that adding weight to a flight control system is a major alteration, yet it’s not ‘The argument I’ve heard used was that these mounts use ordinary means of attachment, if tools were used, then it’s a modification. So clamp a camera onto the strut of my Cessna? Do so and the FSDO will have apoplectic fit, I can assure you, but no tools were used. It’s a flimsy case, the FAA ought in my opinion deny these silly STC’s, they always claim they are overworked, well off load the silly STC’s and concentrate on the real ones, like big tires, engine changes, different props, the list is endless. Your example of thicker windows is a good one, they are stiffer and it could be argued that being stiffer changes the load path and being heavier changes the stress on the mounting etc. Much easier to argue thicker windshields are a major than a sun visor or a replacement clock. Yay Chicago, they made a good call, in my opinion See what I think is going on is that by having an STC, it makes it more difficult for others to knock off Rosen visors, so they can charge outrageous prices and others won’t come in with as good or a better product for half the price. ‘But that gets into an area that I’m not well versed in, if you have PMA, then you can manufacture say Cessna or Mooney parts, assumption is that you can’t manufacture someone’s STC though

Wahoo, Do this, call and check on an insurence quote for a zero time Private Pilot in a Mooney, I’d bet many won’t even quote you.

If he’s at the level he says he is, he shouldn’t be in a complex aircraft, no one should right away. We had a C-210 at the plant, Boss wanted his Son to learn to fly, was determined he learn in the 210, well he did learn to fly and got signed off in the 210, I guess he wasn’t stupid because he pretty much never flew it, and I rode with him once or twice and it’s a good thing too, it was a matter of time before he killed maybe several people or a gear up landing as a min. We took off from Dawson Ga headed to Albany about 10 miles away, kid got infatuated trying to program the GPS even though you could easily see the destination, after a few minutes of 2850 RPM, I couldn’t stand it anymore and reduced power and RPM from the 5 min limit.

Go buy a lottery ticket, do it now

The FAA of course has a definition of what constitutes a major alteration, and in my opinion, you just can’t make sun visors fit that definition, anymore than you can the clock. ‘It really does boil down to the installers opinion as to whether or not an item requires a 337 or not, unless of course it’s plainly covered by the FAA definition. ‘What I cannot understand and have asked a couple of inspectors to explain how me clamping a several pound device to my flight control system isn’t a major, but changing brands of electric clock is? I’m speaking of a Garmin 696 clamped to the yoke tube.

I guess maybe at this point I should bring up that I’m an A&P myself since 1990 , IA for most of it, lost my IA last year when I was “locked down” in the Bahamas and couldn’t renew, will retake the **** test this year and get it back. I do understand the process. But I guess let’s lay it out shall we? If your splitting the cases you have to inspect all of the parts anyway and only a fool wouldn’t replace bearings, which I feel certain will require to be replaced as they will have metal in them. Assume hopefully the crank is good, maybe you got lucky, but from the number of hours flown making metal, I’d budget for a crank, hope for the best, plan for the worst. So crank goes off for magnaflux and hopefully just polishing, cases go off to Divco, new cam and lifters, comply with the Lycoming SB, inspect cylinder assemblies and its overhauled. So what would you do different in an IRAN? By the way without looking it up an overhaul is defined as disassembly, cleaning, inspection and reassembly. Nothing is required to be replaced if it’s serviceable, which brings in the Lycoming SB, which does list parts that are required to be replaced. Unless things have changed the FAA does NOT require the parts listed by Lycoming to be changed, SB’s in the US are not mandatory, even if mandatory is in their name. ‘Often SB’s get included into AD’s which are of course mandatory, but I’m not aware of any AD that incorporated Lycoming’s SB I believe this is Lycoming’s SB,and it’s a logical replacement of parts in my opinion, but even though it’s logical, it’s not required by anything I know of in the US anyway, some other countries do require mandatory SB’s to be complied with https://www.lycoming.com/sites/default/files/Mandatory Parts Replacement at Overhaul and During Repair or Maintenance.pdf

Well, then what’s their opinion? Have you asked? I just hope the crank isn’t damaged.

When you play these comparison games, you have to use book numbers for each aircraft, you can’t use book on one and real on another, you get skewed results. So useful load by the book is optimistic, as is cruise speed. However I can tell you that the actual useful on a V35 isn’t as high as you would suspect especially if you account for CG. Most any aircraft it’s prudent to ensure you stay within CG up to zero fuel weight. When I was shopping for an aircraft I looked at everything from an RV6 to a V35, although I’d prefer an S truth be told. What you get with a Bo that you don’t in a Mooney is a back seat that adults can fit into and be comfortable, a Bo can be a real four person airplane with min baggage due to CG, but I don’t see a Mooney as a real four adult airplane, be a great airplane for a couple with small kids though. Mooney back seat and my Maule’s back seat look to be very close to each other. Money wise a late 60’s Bo is the same as an early model J Mooney Oh, on edit, a Bo with 285 HP or 300 HP will seriously out climb my J model, climb is of course a way to measure excess HP, and with only 200 to start with there just isn’t a whole lot of excess HP in a J model. We are fast due to low drag, not big motors, J models anyway Last Sunday a bunch of us went out to eat breakfast, the V35 left first followed by a 182 and then me, the V35 and 182 out climbed me, I caught and passed the 182 and kept up with the V35. But if the mission was to go camping at a rough strip, the 182 would be the choice, you can even put 29’ tires on the mains and an 8.50 on the nose with an STC and go play on the gravel bars with the Super Cubs and Maule’s But what made me decide against a V35 was how they ride in any kind of turbulence, and that tail wagging is not just the V tails either, the straight tails are just as bad or worse, there simply just isn’t enough tail back there, my guess is due to CG they can’t put enough tail on one. That and maybe due to age, but the Bonanza’s are beginning to get some serious structural AD’s too, wing spars etc. ‘I came very close to being sick in the backseat of an A36 years ago flying from Arkansas to Georgia Second edit, I came very close to buying an Aero Commander 200D (Meyers) but the deal fell through, now that airplane has a narrow CG range and with full fuel is really a two person airplane, with two of us and full fuel I would have had to have 100 lbs of ballast in the baggage compt to stay within CG, but they really are quite fast and carry the 4130 roll cage to an extreme

RE the “bullets. they go in first of course and you use the bolt to drive the bullet out which of course installs the bolts. Bullets can be a real time saver. You cut the head off of a bolt to make a bullet of course so the whole thing can be driven through. Do not use any kind of petroleum product of course, KY jelly if you need something but you shouldn’t.

In Eric Hartman’s book when they were about to be overrun by the Russian’s, he took out his radio from behind the seat and put his mechanic in its place and flew West. Not sure how big and heavy the radio was but it certainly wasn’t small.

I have a old 76a, so grey code only, nothing more modern than a 430W, I like my old HSI much better than a G5 personally. I flew a neighbor’s V35 and it had G 5’s and to me the display was just too busy, but they are a lot of bang for the buck only a fraction of what an HSI costs ‘I may go with a Garmin 327 as I have one in my other airplane and it’s serial of course, but more money. ‘Money is an issue, I just bought the airplane and I’m retired

Some are, the old ones usually were, they inferred fuel flow from pressure. ‘However more modern better fuel flow indicators actually measure fuel flow with a paddle wheel, and flow does not necessarily indicate pressure. Then there is the small problem of fuel pressure indicators indicate the pressure of fuel supplied to the injection system, they measure the output pressure of the fuel pump. They exist to warn you of fuel pump failure, not the fuel pressure in the injector system. ‘However the old type of fuel flow indicators measure the fuel pressure in the injection system and by doing that indicate fuel flow, but you dont know pump pressure.

I am not sure about an Ovation, you will have to look, but seat belt extenders are sold on Amazon for almost no money. ‘They are Airline extenders and apparently there are two type of belts on Airlines, but as they are less than $10,just buy both types

I have an 81 J model that has an aero mechanical encoding altimeter, logbook says it was replaced with an overhauled one in 06. My encoder CB is popping making me think the encoder in the altimeter is bad. Should I just buy another altimeter with an 8130 and change it out (I’m am A&P) or bail on the altimeter and take it to an avionics shop and have a blind encoder installed? Price is about the same, except for the install of the blind encoder which I’d guess is about $300? So altimeter about $300, or encoder is double about $600. ‘I guess what I’m asking is, is an overhauled altimeter going to last or will it break again soon, what’s the reliability of one? I know blind encoders seem to last along time Last question, it appears at first glance that the instrument panel face is removable, is it? Sure would make life easier if it is.

As far as removing cylinders and changing tappets, I’m pretty sure due to their design that flat tappets require the cases to be split. If your splitting cases, go ahead and overhaul, an overhaul does not require good parts to be replaced, a Lycoming SB does. ‘But odds are that if your splitting the cases your doing the work of an overhaul anyway. ‘An A&P is doing the work correct?

Assuming this is for real and not a troll. If the mission is to fly from Fl to the Bahamas and you want to carry a lot of “stuff” a Cherokee 6 is tough to beat. Face it Fl to anywhere in the Bahamas is a short trip so speed and efficiency isn’t as important, and nothing will carry more for less money than a Cherokee 6

I’m sorry to hear about the dog, it’s too bad that we can’t be that way with people.

Many years ago the lawnmower would start, my Grandmother told me to take the pug out and put gasoline on it and reinstall it and it would start. ‘I told her that will likely work, but how in the world do you know that? She told me that is what she had to do to get the washing machine to run. So the Maytag may have had a gasoline engine.

I’m not sure something from amazon, just looked it up it’s unavailable. ‘It’s actually a 50 pint and I bought it in 2016 to put in our boat, since then they are rated differently now so my 50 is likely a 30 now.’ But you can get a 70 for about $300, be sure to get one that you can connect a hose to or the internal bucket will fill up twice a day. ‘If needed there are some with pumps that can pump uphill, I just drilled a hole in the wall and ran the drain hose out that way. The 50 is working for me, but a 70 would work better

I’ve been self insured for a longtime,but bought insurence for the Mooney, and the Broker is telling everyone to keep their FAA medical as insurence companies won’t accept basic med for pilots over 75. I don’t understand the logic of an FAA medical until you have to have one, why maintain one prior to then? Insurence has always been what determined level of pilot training etc, it’s never really been the FAA, nothing has changed there

A few in my neighborhood have installed HVAC, and has been said without insulation it’s not going to do much good, the R rating for concrete block for instance is about 1. a house wall is about 14? Having said that I have a dehumidifier running in my hanger as we speak. it’s 3,000 sq ft with a 14’ ceiling and really does make a difference, it pulls about 5 gls of water a day out of the air. ‘This summer when and if funds allow I’ll install a DIY two ton mini split, it won’t really cool the hanger, but it ought to dehumidify. ‘My hanger ceiling is sheetrocked, and the “mud” from the taping is falling off, from the humidity, and you know if it’s humid enough for that, it’s humid enough for corrosion. The dehumidifier stopped the mud from falling The 70 pint dehumidifier costs about $2 a day to operate, if it runs 24/7 which it doesn’t, you can set the relative humidity that it turns off at. 750W x 24 = 18KWH a day x .11c a KWH = $1.98 a day

This is where I bought it, $28 and “free” shipping, two things surprised me, first they shipped the day I ordered it, second they shipped UPS and sent me the tracking number. https://jjautofabrics.com/search.php?page=1&section=product&search_query=windlace I think I’ll buy from these guys again. ‘I hope it won’t take but an hour or so, pulling the plastic may take at least that long. Right now I’m buffing, my knees are shot from arthritis so all I got done today was the horizontal, tomorrow I’ll go for left wing, day after right. I can’t stand but for maybe an hour, that’s about it. ‘In my 20’s I could have done the whole airplane by lunch