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cliffy last won the day on December 4 2015

cliffy had the most liked content!

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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
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  • Model
    M20 D/C
  1. The engine overhaul

    No one has mentioned starting with 2000 RPM for the first minute or so until the pilot "thinks" about slowing it down. I see that every day at our airport. Cirrus are big offenders here. Must be the way they are taught.
  2. Manual step conversion

    fingers crossed :-)
  3. The engine overhaul

    What are your idea for overhaul? Named shop? Field overhaul by your A&P? Exchange the engine? All can be good or bad depends on how they're done. I'm an A&P and I did mine 10 years and 1100 hrs ago and its still going strong with no issues. If your cylinders are not first run I'd just buy a "matched" set from Lycoming. I did that and I'm pleased. The bottom end can be done fairly easily. Divco for the case, any good engine shop for the other stuff ( grind -10 on the crank, reface lifters and cam, rod work). Reassemble and fly. Not rocket science but one MUST follow the Lyc overhaul book to the letter. Or? Get an exchange. Or? Send it to any number of good overhaul shops. How much time on the prop? How many years since apart? How old is the governor? New mags and harness? How old is the fuel system? Always a new engine driven fuel pump. Don't forget engine mounts. Lots to think about. Do follow the Lycoming break-in procedure. Keep us informed of your progress. Good attitudes need to prevail. Just think of how nice it will be when done. Maybe unplanned but nice.
  4. Manual step conversion

    I await with bated breath!
  5. Manual step conversion

    I've got the Charlie Armstrong one but I'm going to put a fixed one on. Don't care about the mile or 2 an hour. The other half wants a step NOW. This one is finicky. In looking at it over the last couple of weeks, one might do an owner designed part using a car door window motor system and sign it off as a minor alteration. I do think it would qualify on all accounts for both.
  6. Got ramp checked

    jetdriven- I took a Robbie heli to an FAA 135 maint certification once. Was met by 4 feds and just me. The first thing they told me was they had never OK'd a 135 on the first maint go-around. Nice way to start the day wasn't it? 1 guy on engine logs, another on airframe , another on the radios and the last general looking around. The engine guy says I'm over on oil change (38 hrs). I said what do you mean. He says that the Lycoming handbook says 35 hrs. I went to the computer and pulled a current copy of the applicable SB showing 50 hrs. He shut up. The one on the walk around says I'm missing cotter pins in the door hinges (they are not required because the doors are quick disconnect for removal but they have holes drilled in the pins). Rather than try to explain to someone obviously not familiar, I went to the FBO got 4 cotter pins, installed same and signed off the log book right in front of him with my A&P number. He shut up. After 2 hours of looking I walked out with the 135 approval! Sorry for the drift-back to our program
  7. Career Advice

    Interesting position you are in and I was there twice! 2 sons, neither wanted to go into flying. Both found their "passion" in other fields. The youngest took 10 years to find his after HS. Your guidance will influence their desire to have work ethics but may not influence their ultimate career path. To your question- I've spent 55 years in the flying game. Both on the ground (A&P, airline and civilian) and in the air (corporate, cargo, charter, airline). I've only known 1 person who had the "golden aviation career". He got hired by largest major at 20, flew 38 years, retired as #2 and never missed a pay check, never went on furlough, never had a strike. The BIG pay checks just kept rolling in BUT he spent days away from home every week, slept in hotels 3 nights a week+, never had holidays off and it wasn't until he was in double digits seniority wise that he could fly when HE wanted. I've got 5 airlines and 7 corporations on my now dead resume all of which are dead except the last airline. But, I chose my path because I was passionate about flying from the age of 10. My one son who teaches HS English (he's the one with a Masters in the subject) says that he sees only 1 or 2 out of 10 at 17 who have any idea what they want to do in life. Your input for the next 5 years at least needs to be focused on keeping him on the right path being human being and man. HE has to find his career path. I was lucky even with the one who "wandered" for 10 years in that neither went off the rails and dropped into drugs or illegal activity. I frankly don't know how I did it but my sister and family tell me it was how I related to my boys (even through a very rough time of divorce where I was left to raise them). YOU will influence him more than anyone, help him, guide him, spend quality time with him. It makes a difference in the long run. The best years are ahead, spend them with him doing things. He'll work out his own path.
  8. Got ramp checked

    Sometimes knowing your ground can allow one to stand firm. Once had an FAA type at KMDW do a ramp check on my 737 and he wanted to ground it and he had no idea what he was talking about (I also had many years as an airline A&P ) We went toe to toe yelling at each other. I flew away, he shortly thereafter got transferred. Ones response to an airspace violation either by mail or ramp check will take on a new perspective once one is ADSB equipped. Even a minor accidental cut will be easily flagged by GPS co-ordinates. AOPA legal plan anyone? I've got mine! I think AOPA should do some ground work now on how to respond BEFORE ADSB gets fully implemented. Those on the plans should be sent some guidance because its going to happen.
  9. When to replace starter?

    Since I'm too old to want to fight a stuck starter somewhere out on the road I replaced my Skytec with a new one after 17 years, Ya, it had been on there 17 years. It was 6 years old at the overhaul so it stayed on. They are rated at 2000 hrs , had 1600 on mine . Hartzell has a new program now if you send in your old Skytec they send you a new one at a great discount. By far most of the time one has trouble with the "starter" it really is the battery telling you its done its job and is checking out. Either just a low change or a bad cell. First thing to try if lubing the starer nose doesn't solve the problem is charge the battery and check it with a hydrometer. I'll bet 9 out of 10 starter problems I've worked on have been battery related and not the starter. Cleaning and lubing the starter nose (bendix) should be a yearly routine especially in a dusty area. Starting the engine only uses about 2% of a good battery charge. If you can't start the engine with it it either has low charge or is about at the end of its life. Even if you can charge it (without checking capacity) you may not have enough stored in the battery to do you any good if your alternator takes a dump and you have to rely on the battery on the flight. Starting the engine really has no bearing on how good your battery is. That is also the fallacy of jump starting or proping a plane with a dead battery and then going right out on a flight. You ain't got nothing to fall back on electrically.
  10. Alternator failure

    If I could be honest with you? I see lots of things that I don't like in that wire bundle you show. I see 1 splice that looks like it is wrapped with blue painter's tape. I see a splice in the wire that broke that seems to have bare strands exposed outside of the splice insulator. I see splices that don't look like they are crimped properly. Some of the wires look to be old and brittle with surface cracking. I see a rushed and quickie job of trying to tie up the entire bundle with little thought to smooth wire flow and professional appearance. It doesn't look like a real A&P was the last to work on that bundle of wires. I am not a fan of crimp splices as they tend to create problems down the line with age. Soldered electrician splices (as shown in 43.13) are my favorite. More work but they don't fail. I once worked on a Twin Comanche that had 5 splices in 1 foot or wire in the wheel well going to the green light switch! 2 of them were loose. Yes to replacing the ring eye BUT only after eliminating the extra splice close to the final connection and going ahead and cutting all the plastic ties, changing the incorrect connections and rerunning and securing the wiring in a professional manner. You will be money ahead and safer in the long run to have it all done correctly now rather than just a quickie ring eye fix. Nice that it happened near destination. My last one was not that close to home. Had to down load all electrics and save the battery for radio upon landing (Charles Atlas gear and flaps :-) Luckily for me it was a clear and 50 day.
  11. Air scoop on filter

    Had many dents detailed in the structure manual on many Boeings over the years, especially near the doors where the equipment went BANG! Yes to the DER as the commentary was for the IA to refer to "something" of an "approved" nature for the IA to sign off and not just wave a magic wand and say it was airworthy. Now can anyone tell me why the 737 has no deicing on the tail? :-) Just a little drift but an interesting story.
  12. Air scoop on filter

    An interesting item about IAs is that they don't have the power and can't just wave a magic wand and declare something "airworthy". They can only declare it airworthy because it matches some kind of approved data that makes the issue "airworthy". Lets take dents for instance. Did the airplane come with dents from the factory? No? Then its not airworthy if it has dents UNLESS there is an approved manual (data) that gives sizes, shapes and location of "approved" dents. All large airline equipment has such a manual, our small airplanes rarely do. Therefore, if you have dents in the wing of your Mooney, and the Feds drop a tag on it, the IA can't just say its of no consequence and sign it off. If the structures manual has dent limits then the IA can refer to that section and sign it off if it meets limits. Hail damage and hangar rash comes to mind here. When an IA signs off a "Major Repair" on a 337 he must show reference to some kind of approved data like 43.13 section, chapter and verse, STC, etc. He can't just say it looks "airworthy". Likewise, when the Feds write up "corrosion found on the flap" the IA can't just say it is "airworthy" because its not too big. If its not in the book, it has to be fixed according to the book. Now, one can always try for a "ferry" permit to get the airplane to another airport for the work to be done but the Feds may not approve that either depending on how much they wrote up.
  13. HUH? :-) :-) Way beyond my pay grade even when I was working :-) I can grasp the battery source though.
  14. Air scoop on filter

    We have a member on here that found one on his airplane. I don't remember the outcome but it was a lot of grounding stuff they wrote up. There was a long thread on it a year or two ago. One item they found was "dents" in the wing. The Feds have to do so many "ramp inspections" per year, or so I understand.
  15. This is limited to "flat plate" wing tips. Does anyone know if there has ever been any testing done on Mooneys by adding larger "flat plate" end plates to these wings? The aerodynamics says it will reduce the wingtip vortices and reduce drag among other things. Additionally, several years ago someone was playing with wing tips similar to Mooney style wings by using something that looked like a large tube attached to the tip, in line with the airflow, claiming a 10% reduction in overall airplane drag. Anyone remember or know anything about this project?