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cliffy last won the day on December 4 2015

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About cliffy

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    Won't Leave!
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  • Location
    N Arizona
  • Interests
    You choose your position in life today by what you did yesterday
  • Reg #
  • Model
    M20 D/C
  1. Back to our regularly scheduled program- I just last summer worked on a 520 gear collapse (hard landing) that got the prop (broke the blades lose in the hub). Sent the engine out for IRAN and it came back clean as a whistle, @ $12K not counting the prop and shipping. Used prop about $7500. I had an overhaul in my own C model 10 years ago that had 12 years on the engine from a gear up. When my crank was magnafluxed it failed due to a crack in the large front bearing journal. I "suspect" it had been there since the prop strike (log book somewhat questionable on the overhaul but I knew that going in and accepted the consequences). In my mind its a toss up. With a Lycoming you can get away with the rear drive gear AD only, IF YOU WANT. With a Continental, your part 135 you're going in for the full Monte period, no choice. If you're Pt 91, what you do is your option, nothing "mandatory". You decide how much liability you want to accept now and down the line if you go short and not tear down for a good look see. If you're insured, they might set the limits on you.
  2. Jerry - interesting description of the nuances of GPS altitude It did add to my previous knowledge of GPS altitudes (I did know that they were not barometric derived) and used a variety of datums. Very interesting though Thanks Big Load Hauler (you know who you are :-) Yes I am, but I crafted my message in a very narrow corner to allow for the regs. And I was looking for commentary on the idea. Its just my load to bear that the nuances and technicalities of the regs seem to be my thing. I find them interesting, sometimes though, they become obtuse (to steal a word from The Shawshank Redemption). Sometimes they should be relegated to the trash bin if for no other reason than being out of date (look to the differences between sport aircraft electronics and our small Part 23 "certified" stuff, pure stupidity the way our Pt 23 stuff is handled but it is the law as written). Someday the FAA will pull their heads out of the dark and become enlightened. Letting go of control is a hard thing to do.
  3. Whoa! Pressure transducer OK I'll take a look for it. Thanks.
  4. I'm not an iPad type ( I just got an iPhone from the company, I'm not smart phone capable at all). I don't use an iPad in flight. Here's a question- How accurate is the altitude display on iPads compared to the altimeter? Why do I ask you say, well- I was thinking after looking at a couple of panels in another thread that if it was close, for VFR flying, why not think of clips that allow the iPad to be mounted directly in front of the 6 pack instruments and not on the control wheel? It would meet "not hard mounted" as it would just snap right in and out. Or maybe 4 Velcro dots on studs out of the panel? You'd still have all the required instruments working and easily viewed by removing the iPad. Seems most people fly by the iPad anyway. If the iPad altimeter is way off maybe a second altimeter that parallels the official one somewhere else in the cockpit. Might not even have to be hooked up to the static system as its reference only when VFR, if it stays even with the official one. I also realize that the altitude is a GPS derived altitude in the iPad. It would be nice if the altitude digitizer could feed the altimeter on the iPad. Just thinking for now. Just tossing out ideas for a quick and dirty glass panel.
  5. Here comes the wet towel being thrown over the discussion- If the airplane didn't come from the factory with headrests its going to require a DER controlled pull test aft to make sure the added leverage of the height extension is in compliance with the seat G forces required going aft. Just sayin' No one ever seems to mention this. It is in reality a design change to the seat that has to pass G load criteria. I know, more regulation minutia
  6. I have gone thru the mounting issues in helicopters on a 135 ship as a matter of fact. The Ram mount may or may not be an issue, depends on who the FAA guy is. With the unit itself being unhookable by the pilot that makes it compliant as it is not "hard mounted" with screws or bolts unable to be removed easily. I designed and got approval for a Minor Alteration mount for a 496 in a Robbie helicopter. I did have to show loading capacity per 43.13 and prove non-interference with all operations in my log book sign off. The Feds came in and looked it over and didn't say a word as all the bases were covered. Adding the Ram mount (if it is screwed to the airframe) does require a Minor Alteration sign off in the log books with reference to 43.13. I know, I know, thousands of them are in use every day but that doesn't change the requirements if they are screwed into the airplane (the knob tighten ones don't apply). The wiring does need a sign off in the log books unless it goes to a lighter plug that is easily removable (the lighter plug has to be factory install or signed off as maintenance AND an ELA should be done if a lighter plug is added). The 796, in your case, being easily removable, does not factor into the equation. Now, if you made a mount and frame that screwed the 796 into the panel that would need a sign off- its now "hard mounted".
  7. Just curious as to what was hard wired in your airplanes? Could they be disconnected from the pilot seat? Could they be dismounted from the pilot seat? What kind of airplanes were they? I'm really quiet interested
  8. There is a section somewhere (I don't have the info right now where) that allows "commercial products" to be installed in certified aircraft but normally as part of an on going STC (such as a cabin retrofit in a jet with TVs and stereos as "commercial products". This might be where the reference comes from. I ask again, what about hard mounting a 796? It's not part of required equipment but it can't be hard mounted. Same rules.
  9. BSpeed is correct. An ELA would need to be done and the installation still has to meet "airworthy" standards. An A&P installing still has to sign it off even if it is called a "minor alteration". One can't just do what one wants to do and sign something off as a MA. As mentioned, the IA at annual time will also be looking. It's not your Father's 56 Chevy! You can't just do what you want to do. I guess I'm just too dense to understand what is so hard about understanding why things have to be safe AND LEGAL when installed on a certified airplane. Here's a question- Are there any "hard mounted and wired" Garmin 796s out there, signed off in the log book as a minor alteration? If not, I wonder why?
  10. I had withdrawals for a year after my 140 went Bye Bye.
  11. The correct PC tubing is color coded for each servo available from Brittain, The hose connectors are actually auto vacuum hose specified by the autopilot manufacturer (Brittain). Check with them and they will be able to help you out. They are real easy to deal with.
  12. Here's the walking foot machine I picked up. It's a Chinese cheapo but after a little tune up it seems to work OK. Had to give it a good lube and adjust the presser tension but other than that and the hole I drilled for the motor angle all seems well for a cheapie. I've been running test pieces and have found that with the longer stitches control of the stitch line is harder as it moves faster. Foot pedal control is a steep gradient from slow to full ahead. May try making a hard stop at the correct speed position on the foot feed. Tried doing the tweed stitches with the # 69 thread and the walking foot but have found I like the old Singer stitching with lighter tread on that better. I'll wind up using both machines for this project. The chrome lever on the right is fwd/rev and its in the reverse position. Stitches get longer the higher the lever is moved. With no hard stop, duplicating stitch length is a best guess situation. here's where I might drill holes thru both bosses and push a nail through for a hard stop going up. More practice tomorrow.
  13. One item about the transponder upgrade option (any of them) that doesn't seem to get much publicity, ADSB IN is limited unless some other path is available (Stratus etc.) Only the UATs give enough IN bandwidth to supply full IN services. The transponder options do not. At least that is my understanding.
  14. I talked with them at OSH and they are very interested in the UAV market because they say if we can build one for a million UAVs for a couple hundred dollars we could sell to airplanes for the same!!! They all fly also and really know the market. The price goes way down with high production numbers and the units are very small and light weight.
  15. Here's my problem I too have a D and feel realisticly they're worth what? $30,000-$35,000 if you had to sell it? So now I add in $14,000 for new radios (45-50% of hull value). Is my value going up $14,000? My guess I might return half that. So now I have a $42,000 resale airplane (with $49,000 in it). Reasonable in my mind for a well equipped mid-time D. Now, will I get the extra $14,000 value for the flying I do? Probably not me and my style flying. I don't need LPV. I've got a first generation GPS that drives my Accutrac A/P so I can go where I want. So for me it wouldn't pay off, nice as it is. Now, the "cool" factor is way up there. I can wait for another year or 2 for ADSB at maybe $1,000 + install? :-) :-) It might just happen