cliffy

I agree 100% with your comments here. The AC shows that there is a line between the PMA and the engineering to prove the part acceptable. One can get a PMA to manufacture one part but it is a complete package from engineering through traceability of raw materials incoming right through testing of finished part. You MAY not need a DER but you sure will need the engineering data It still comes down to making the part to some "approved" data sheet which the AC provides a pathway The idea that we can just say "Its my airplane and I can OPP this part because I think it is made better than the original" just won't cut it for OPP nor would short cut approaches work for holding it out to the public for sale. Its a full process $$$$$$$$$$ Cost per unit made??????? Balance the cost of setting up a full PMA PROCESS for one part against the cost of a DER to design and sign off on one part and the balance may swing to using a DER for each airplane owner that wants one even paying the DER his "cut" for each sign off. Finding a DER that will sign of on an intake duct may be a bigger problem than first anticipated. All of us involved with legacy airplanes face the same fate- death by lack of parts

This is where a DER/DAR comes in to "approve the design for its intended use" If you reverse engineer the design it has to have some kind of "official" engineering approval. EVERY part made by an airplane manufacturer has an Official Drawing depicting that part and how it was made AND it is signed off on the drawing by some engineering official at the plant. BTW A "PMA" has nothing to do with the DESIGN of any part. A PMA only certifies a "shop" has an "approved manufacturing process" in place A PMA holder can manufacturer an "approved part design" for sale to the public. It can't just make up a new part without the part design coming from some kind of approved data.

You could go another route and use a spray on fire retardant liquid that many 135 operators do It dries and meets the CAR 3 requirement along with part 23 requirements. Question- what am I missing? You are referring to part 25 for fire regulations when we are CAR3? Why? They have separate rules Part 25 refers to large aircraft (jets mainly). CAR3 only requires "Flash Resistant" capability on the surface covering only IIRC from AC 43.13

I don't know how to make it more clear-The OPP part must be made from some sort of approved drawing to denote either the complete design the manufacturer used or some other equivalent approved data. You can't just make a replacement part for a certified airplane using any design criteria that you "think" is equal to or better than the original. If someone can show me I'm in error I'm all ears.

Question- Why are we talking about a Part 25 (25.853) application (airline equipment)? Mooneys are CAR 3

It's still a steel pin in an aluminum hole that can wear oblong

Speed brakes in a Mooney??? :-) :-) Just pull the damn power off and wait Now if you are signifying that you are way too fast at idle and need speed brakes then you screwed up your approach. Now in a 727 the speed boards are fantastic! In a 757 they just rumble! :-)

I have machined many Delrin parts I cuts real nice Bronze rollers would also be nice Question- We have the same kind of seat tracks as Cessnas- Why no AD on wear on our seat tracks?

I've found a catalog of sorts describing the Heim numbering system but it reads like Greek right now. Have to digest it for a while. IF ones can be found to fit/function and have an MS listing they are legal to use.

Boy am I with you on this one! Its like they have a different language and no translator available. I can't even find a guide for Heim alone. Its a well kept secret. I'd just like to understand Heim coding One thing I have learned is that the "Aircraft quality" Heim rod ends are all magnafluxed before certification.

The usual suppliers are all out of stock Anyone have ideas on other suppliers for- 2x F31-14MPB rod end (alternate MW-3M-18) 20x RPA52-028-125-0625 roll pins 2x M34-14MPB rod ends (alternate GMM-3M-470) Thanks

Clarence always has a trick up his sleeve. Now he returns to a hero's welcome :-) Glad to see you back. School is in session.

I once had a Twin Comanche that when I did the 1000 hr gear overhaul I found 7 crimp splices in one wire 2 feet long up in the left wheel well Wiring gets old just like these antique airplanes and needs to be replaced

You need to read the TCDS (Type Certificate Data Sheet) for the M20C Be sure to check the changes at the 1969 and after serial numbers I have no idea your serial number. The TCDS gives you exactly what the settings are for the elevator theows and the static setting for the spring bungees Make sure whom ever checks it knows what they are doing. Its easy to screw it up. Airplane has to be on jacks and level fore and aft and you MUST use the TRAVEL BOARDS to check the angles. Its NOT just setting the up and down elevator angles!!!!!!

AND we wonder why the A&P billing is so high?