cliffy

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cliffy last won the day on December 16 2017

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About cliffy

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    Won't Leave!

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    N Arizona
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    You choose your position in life today by what you did yesterday
  • Reg #
    N1969Y
  • Model
    M20 D/C

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  1. cliffy

    Interior Renovation

    Looks fantastic! Reminiscent of the new Mooneys that have similar 'European" leather work. Did they come with burn certs or did you have to get those here? How did your weight and balance work out? How much weight did you gain if any? Did you have to weight each part before change and after or are you going to just do a new W&B on scales when done? One item to check with your IA for annual is the extra height of the seat backs that it seems you have added. Technically, the seat might need to be DER'd so the extra height is factored into the "lever arm" of the seat height for crash worthiness. By adding a head rest you make the arm longer and the force to failure is compounded in a rearward direction. There is seat certification standards on that. It does look very nice
  2. If you're so inclined Burning Man Every year in the Nevada desert.
  3. cliffy

    Mooney number 6 hard to believe

    Welcome 64 D/C here
  4. cliffy

    Experimental Avionics in Certified Aircraft

    If you take a certified aircraft into experimental category for testing or certifying appliances it can't stay in that category longer than a year IIRC. There is a time limit when it must be put back to certified status. The Feds won't let it languish in experimental forever.
  5. cliffy

    Remove back seats for fuel cell?

    Long way to go from a temporary ferry install to an approved full time install. Way too much cost and FAA paperwork. Any added fuel tanks also have border crossing restrictions Go with the bigger gas bags- all the FAA work is already done.
  6. Hopefully there is enough infusion of money to get things back to where they need to be. Repairs, boots and alt hold bellows would be a fantastic start. If that's available there are enough parts out in the system to to keep them going a long time until new production can begin. They would be a viable competitor to the new cheap A/Ps. Of course you have to have the vac system still.
  7. cliffy

    Annual Ouch

    They are mentioned in other Mooney manuals
  8. cliffy

    Annual Ouch

    Bravoman- 100% silicone spray for the exposed rod ends. It lubes well, dries and doesn't attract dust and sand to the joint (I live where the wind and dust blow). It doesn't stain anything with oily mess and it can be done in 3 or 4 mins all around the airplane. You should be able to easily wiggle the rod end ring around the ball joint a little. If its tight it needs lube. For all the rest of the "hidden" moving joints use TriFlow spray can it has silicone in it also.
  9. cliffy

    Annual Ouch

    3-4548 B2 from the above stated DOT regs The FAA follows the DOT regs
  10. cliffy

    Annual Ouch

    As I said- :-)
  11. cliffy

    Annual Ouch

    To add- There are actually 4 governing agencies involved with O2 pressure cylinders. The following comes out of the 8900 FIMS manual from the FAA (Sept 2016 is the latest revision I have) Pay attention to the last sentence of 3-4546 A 2), and the last sentence of 3-4546 A 4) This all pertains to "installed" cylinders. What you can or can't do with portables is beyond this discussion. Recertification can be done by any facility that follows 49 CFR 180.205 Google it if you want more info. Unfortunately I'm one who sits up at night reading esoteric and mundane rules and regulations. I have no real life I guess. VOLUME 3 GENERAL TECHNICAL ADMINISTRATION CHAPTER 57 MAINTENANCE REQUIREMENTS FOR HIGH-PRESSURE CYLINDERS INSTALLED IN U.S.-REGISTERED AIRCRAFT CERTIFICATED IN ANY CATEGORY Section 1 Safety Assurance System: Maintenance Requirements for High-Pressure Cylinders 3-4544 REPORTING SYSTEM(S). A. Program Tracking and Reporting Subsystem (PTRS). Use PTRS activity codes: 3694, 3341, 3351, 5694, 5341, and 5351, for Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 125, 129, 133, and 137. B. Safety Assurance System (SAS). Use SAS Automation for 14 CFR parts 121 and 135. This section is related to SAS Element 5.2.4, (OP) Passenger Handling. 3-4545 OBJECTIVE. This section provides guidance for the maintenance requirements of high-pressure cylinders installed in all U.S.-registered aircraft regardless of how the aircraft is operated. 3-4546 GENERAL. The regulatory requirements to maintain, store, and handle aircraft high-pressure cylinders that contain hazardous materials (hazmat) have been a source of misunderstanding within the Federal Aviation Administration (FAA) community. This section will provide information and guidance for the maintenance requirements of high-pressure cylinders installed in U.S.-registered aircraft. This section will also explain the applicability of cylinder requalification requirements for high-pressure cylinders contained in the Hazardous Materials Regulations (HMR) of Title 49 of the Code of Federal Regulations (49 CFR) subtitle B, chapter I, subchapter C. A. Requirements. There are unique aspects to consider in the FAA maintenance requirements related to high-pressure cylinders installed in an aircraft and different Department of Transportation (DOT) maintenance requirements when the cylinders are not installed in an aircraft. 1) Each high-pressure cylinder installed on a U.S.-registered aircraft must be a cylinder that was manufactured and approved under the DOT requirements of 49 CFR or under a “special permit” issued by the Pipeline and Hazardous Materials Safety Administration (PHMSA) under 49 CFR part 107. There are no exceptions. 2) Each high-pressure cylinder installed or offered for installation with intent to transport on a U.S.-registered aircraft is considered to be an aircraft part and is regulated under the maintenance requirements of 14 CFR appropriate to the type of aircraft and type of operation. In this case, 14 CFR restricts cylinder maintenance to removal, installation, servicing, and inspections (service life and requalification date checks, pressure and weight checks, serviceability/damage inspections, etc.). Cylinder repairs and requalifications are accomplished under the requirements of 49 CFR. 3) Each high-pressure cylinder that has been removed from a U.S.-registered aircraft and not otherwise intended to be re-installed is not considered to be an aircraft part. For the purpose of overhaul, repair, and testing of the cylinder, such as hydrostatic testing, Title 29 of the Code of Federal Regulations (29 CFR) and 49 CFR, not 14 CFR, regulate the continued serviceability requirement. 4) Each high-pressure cylinder installed in a U.S.-registered aircraft may remain installed past the time when its 49 CFR-required requalification is due, provided the cylinder is not removed from the aircraft. A cylinder that is past the date when its 49 CFR-required requalification is due may not be installed, serviced, or refilled until it has been requalified by a person authorized under the appropriate provisions of 49 CFR. 5) A high-pressure cylinder installed in a U.S.-registered aircraft may not remain installed past the airframe or cylinder manufacturer’s service life limit date. B. Focus of the HMR. The HMR provides instructions for the safe transportation of hazmat in all modes of transportation, not aircraft maintenance. The HMR does not have provisions for maintenance of aircraft parts. C. Hazmat Table. Title 49 CFR part 172, § 172.101 contains descriptions of the hazmat’s proper shipping names and other references for the safe transportation of hazmat. 3-4547 BACKGROUND. A. Previous Events. There have been events involving high-pressure oxygen cylinders. Most of these events have not involved the structural integrity of the cylinders, but have involved fires attributed to servicing the pressure cylinder while the cylinder was still installed aboard the aircraft. There have also been instances where cylinders that have not been properly approved under 49 CFR have been installed in U.S.-registered aircraft. Many of these events have been attributed to the absence of scheduled maintenance requirements and adequate maintenance procedures. B. Regulatory Requirements. High-pressure cylinders containing hazmat and used as aircraft equipment are subject to regulations in four different areas of the CFR that are administered by four separate regulatory agencies. These areas are as follows: 1) As discussed above, the HMR is codified in 49 CFR. The HMR is broad in scope and covers all of the elements related to the safe transport of hazmat by any means, including the qualification, maintenance, and use of hazmat packaging or containers. Hazmat sent using commercial transportation and/or other methods must comply with the HMR. These regulations apply to those who offer, accept, or carry hazmat to, from, within, and across the United States. PHMSA promulgates and administers these regulations. a) PHMSA has delegated administration, surveillance, and enforcement of those specific parts of the HMR related to the transportation of hazmat by air to the FAA’s Office of Security and Hazardous Materials Safety (ASH). For more information, refer tohttp://www.faa.gov/about/office_org/headquarters_offices/ash/ash_offices. b) PHMSA has retained administration, surveillance, and enforcement of those parts of the HMR related to the qualification, requalification, maintenance, and use of high-pressure cylinders. 2) Title 29 CFR codifies other regulations regarding the safe handling of hazmat when it is not being offered, accepted, or carried with the intention of transporting hazmat. The Occupational Safety and Health Administration (OSHA) promulgates and administers these regulations. 3) Title 14 CFR contains regulations specific to hazmat training, which relate to the transportation of hazmat by air. There are no specific 14 CFR regulations that deal with the maintenance of pressure cylinders that contain hazmat. 4) The Environmental Protection Agency (EPA) is another agency that becomes involved if the hazmat receives a waste classification. The EPA promulgates and enforces regulations related to mitigating or eliminating the effects of hazmat on the environment. Title 40 of the Code of Federal Regulations (40 CFR) contains these regulations. A few examples of aircraft hazardous waste are expended or expired chemical oxygen generators, oils, fuels, and/or other fluids. 3-4548 HIGH-PRESSURE CYLINDER MAINTENANCE. A. Installed Pressure Cylinder Maintenance. Title 14 CFR maintenance requirements appropriate to the type of aircraft and operation regulate pressure cylinders installed on a U.S.-registered aircraft. In any case, the maintenance that a provider may accomplish while the cylinder is installed in the aircraft is restricted to the replacement, servicing, or inspection of those cylinders. This is consistent with the meaning of the term “maintenance” in 14 CFR part 1, § 1.1. This is also consistent with 49 CFR part 175, § 175.8, which states that pressure cylinders installed in a U.S.-registered aircraft are not subject to the HMR. This exception only applies when the aircraft has a cylinder installed. B. Removed Pressure Cylinder Maintenance. 1) Pressure cylinders removed from U.S.-registered aircraft which are being stored, handled, or otherwise moved without the intention of transport come under the appropriate requirements of 29 CFR, Labor. Refer to 29 CFR part 1910, Occupational Safety and Health Standards for additional information. 2) Title 49 CFR regulates pressure cylinders removed from U.S.-registered aircraft and requires testing of the cylinders for requalification under the requirements of 49 CFR. Title 49 CFR requires these cylinders to be requalified on a calendar-time basis. Requirements specific to a cylinder may be found in 49 CFR part 180, §§ 180.3, 180.205, and 180.209, and other CFR parts. The 49 CFR cylinder requalification process contains specific requirements, including a hydrostatic test. However, a hydrostatic test alone does not satisfy the 49 CFR cylinder requalification requirements. 3) Maintenance providers may not install cylinders in a U.S. registered aircraft certificated in any category if the cylinders are not approved, qualified, and/or requalified under 49 CFR. 3-4549 PROCEDURES. A. High-Pressure Cylinders’ Maintenance Program Requirement. Each operator of a U.S.-registered aircraft must have maintenance and recordkeeping procedures consistent with its particular regulatory requirements for each high-pressure cylinder installed on the aircraft. NOTE: Title 14 CFR provides for the continued airworthiness of the high-pressure cylinders through the maintenance instructions provided by the manufacturer of the aircraft. Those instructions will often refer to an accessory, instrument, or equipment manufacturer as the source of this information if the applicant shows that the item has an exceptionally high degree of complexity requiring specialized maintenance techniques, test equipment, or expertise. · Operators should develop procedures to ensure that maintenance providers do not fill or service these cylinders after they have reached the time when the 49 CFR requalification requirements are due. · The maintenance program will include pre-installation instructions to inspect the cylinders prior to aircraft installation for serviceability. Maintenance personnel must reject damaged cylinders for installation per 49 CFR, as this affects cylinder integrity to retain high pressure, which would impose a hazard. · Title 49 CFR part 180, § 180.205(c) provides that a cylinder may be requalified at any time during or before the month and year that the requalification is due. · A cylinder filled and installed in the aircraft before the requalification becomes due may remain in service until the cylinder is removed from the aircraft. · A cylinder may not remain in service beyond the life limits established by the airframe or cylinder manufacturer. · A cylinder with a specified service life may not be refilled and offered for transportation after its authorized service life has expired. B. High-Pressure Cylinders Not DOT-Qualified Under 49 CFR. All high-pressure cylinders will meet the requirements and certification standards of 49 CFR. Those cylinders not meeting those standards must not be installed on aircraft and must be replaced if installed. C. High-Pressure Cylinders Not DOT-Qualified Under 49 CFR and Operator Noncompliance. · Since Flight Standards Service (AFS) does not enforce the HMR, contact the enforcement section of the PHMSA Regional Office (RO) that covers the location. · For PHMSA ROs, refer to http://www.phmsa.dot.gov/hazmat/about/org. 3-4550 FUTURE ACTIVITIES. None. RESERVED. Paragraphs 3-4551 through 3-4563
  12. cliffy

    Annual Ouch

    Hyett YUP agree that it "could" have happened in 1 year if not stowed properly. Good point that I missed.
  13. cliffy

    Annual Ouch

    Cylinders are not "FAA Certified" The installation is FAA certified but the cylinder comes under DOT regulations as the DOT controls pressure vessels in the USA. That's why the FAA defers cylinders to the manufacturers recommendations. If you have a fire extinguisher in your airplane, it requires an inspection as per the label on the extinguisher. If you look, as on the small ones used in Robinson helicopters, they require a weight check every 30 days to stay legal. Any 135 operator has to follow this with logging the weight check every 30 days. As 91 operators we don't do that for the most part.
  14. cliffy

    Annual Ouch

    Well I might disagree. Most of what you mention probably has to do with lack of lubrication. This stuff didn't just happen in one year. I, too, would like to know how long you have owned the airplane. If its "normal" wear and tear, it would happen with some frequency. A well lubricated Mooney does not "wear out" those items with regularity, especially all at one time. Whats wrong with the nose gear link? Worn bushing? Lack of lubrication The nose gear bolt? Again, lack of lube Left and right main gear retraction bellcranks? What's the issue here? Worn bearings? Again, lack of lube. These are not "normal" wear and tear items. All the rod ends you talk about are from lack of lube and didn't just happen in one year. I tell every owner I see that they should lube all their exposed rod ends every month or 2. It takes all of 4 mins as you walk around the airplane. We have had rod ends completely frozen on several Mooneys due to lack of lube and rust. In fact, a couple have actually broken in flight due to this. Your "Alternate" gear extension system can be repaired. It can also be found in a good used parts bin. Again, this didn't just happen this year. Its been building up for several years. I do feel sympathy for your "surprises" this year. Its not nice to have that phone ring with your A&P on the other end. The best thing you can do for your new car is frequent oil changes, the best thing you can do for your Mooney is lubricate every moving joint a couple times a year. BTW, even if you don't fly it LUBE it. Oil dries out just sitting there.
  15. I have been through the Mexico border issues in Boeings down to Mooneys. Unless you "want" to learn the new ways of doing your border crossing with the new regs just for the fun of it, ( there are folks to help, but its still up to you to make sure you get it correct) for just one quick trip across for a couple of hours, I'd land close and drive across. Its only 7 or 8 miles. You'll spend more time studying and learning than the entire trip across. If you were going further down into Mexico and staying longer then its a different story. You're already working on your longest cross country just to get there. You'll be tired when you get there and then you will need to suck it all up and do a border crossing. I wouldn't recommend it. For those that do it all the time its not a problem. For you, you'll be up to your eyeballs because if you get it wrong there are big penalties to pay. There is a lot to learn the first time and with what you have planned already, you'll be behind the power curve. Land at Nogales AZ after your long day flying. Hertz and Enterprise have offices in Nogales AZ. Call early to reserve a car and a hotel. You've got enough going on with work and your long cross country. Don't compound the issue with a Mexico border crossing just for 2 hours there. Remember, you still have a long flight home to go. The AZ terrain won't be any issue but you will need to fly around all the restricted airspace getting there.