cliffy

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cliffy last won the day on December 4 2015

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About cliffy

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    N Arizona
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    You choose your position in life today by what you did yesterday
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    N1969Y
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    M20 D/C
  1. Why circle? Because the approach only allows for a circle because it ends at the end of the runway Too steep for a straight in per TERPS
  2. If you look at the RNAV approaches both are RNP approaches (GPS LPVs don't apply) and special approval is required to shoot these approaches. These are very unusual approaches due to nearby terrain. The only thing available was the VOR. Even a Garmin WAAS wouldn't have been useful. These approaches when they were designed it was for an airline going in there and no one else at the time.
  3. Maybe I'll give it a go for you. I looked at a lot of Mooneys down in Australia this last summer at my seminar and I'll try to give you a quick check list Check that all the model numbers and serial numbers match on everything with the log book, engine, prop, airframe, I do radios also. Actually read the data plates and compare to the logs. Check that the parts actually installed match what is contained in the TCDS and/or the logs show an STC change for the big stuff and changes for radios and electronics. Anything added like engine monitors, fuel flow gauges, etc should show an STC listing in the log books. Pull the rear seat bottom and open up the inspection holes to check for corrosion on the spar caps. Look at the spars real well in the main wheel wells for same. As noted fill up fuel tanks the night before and look for leaks the next day. If you can jack the airplane do a gear over center torque check. Make sure the A&P has the correct tools to do it. While on jacks, move the main gears in and out toward the wing tips for excessive movement. Lift the main wheels to check for play in the donuts. The donuts should expand enough after 5 mins unloaded to not have much movement. Check the mouse boots for condition in the main wheel wells. While down by the main gear look at the spar bottom between the fuselage and wheel wells. Look for smoking rivets there. The rivets that hold the spar sandwich together. That can be a big $$$$$$. I found one in AU with almost every rivet loose on the bottom of the spar. It was grounded by the owner when Kerrville said it had to be repaired. Nose gear area - if on jacks this is easy- twist the nose wheel left and right to check for excessive play in the steering linkage. More than about 10-15 degrees either side of center before tightening up on the linkage is too much. You will see the slop way at the top of the nose gear on the rod end linkage up there. Most important on the nose gear! Look and feel for dents where the steering system touches on the tubing for dents where it touches. Turn the wheel by hand and you will see where it touches and stops. MAKE SURE THERE ARE NO DENTS THERE! The limit is 1/32" depression. Any dents and the nose gear comes out for repair $$$$ On the tail surfaces grab the tip of the stabilizer and try to move it up and down and fore and aft. If it moves or clicks you might have work to do. Limits are about 1/10th of an inch either way. Usually fixed by changing out the "close tolerance bolts' in the hinge. As noted lift up on the rudder to check for play in the jackscrew. Same limit about 1/10 of an inch. Lots of times it is wear on the 2 bolt hinge bracket at the aft end of the jackscrew and not the jackscrew it self. I found one stabilizer that moved 1/2 inch either side of center! Look over the outside surface of the entire airplane for dents, filliform corrosion, hangar rash (the elevator tips seem to be especially susceptible to this damage and NO repairs are allowed to control surfaces (no patches, partial skin replacement, etc). The FAA in one case here on MS made a big thing out of this stuff on a routine ramp check on one of our posters. Basically they said it didn't come that way from the factory so fix it. I check all the exterior control surface rod ends to see if they are loose enough to move or if dry and frozen. If dry and frozen I start looking at the logs real close to see if the lube and gear swing AD had been being done. One item missed almost always due to the effort but it can cause big headaches, is pulling the sidewalls inside and actually looking at the steel tubing frame for rust. If the windows are not sealed well, water gets in there and runs down inside on the tubes and rusts them. The insulation SB aside. There is actually a SB describing how to check for leaks by pulling the sidewalls and directing a water hose at the windows looking for leaks. Make sure everything, and I mean every switch, knob and button works as designed! Put power to it and try all radios in all modes, all lights, all warnings (landing gear warning horn, stall warning horn, etc), all exterior lights, everything that can be turned on or off or moved in and out. There was one write up on here a while back where someone bought a Mooney and the stall warning didn't work nor did the gear warning (IIRC). That makes the airplane unairworthy. If on jacks (and it should be) do a gear swing and make sure the gear works properly. I've seen them signed off 3 months ago and they hang 3" from the wells when sucked up. If its electric gear do a manual drop also to make sure it works. Had a couple on this board recently that went in for annual and the manual gear drop didn't work. So check it out. Look to see if the gear actuator has ever been removed, cleaned, checked for proper gear lash and relubed. If it hasn't you may be doing that on the next annual yourself It's that important. Disregard if its a manual gear. It goes without saying that a full log book check is required for all applicable ADs and required inspections even though the annual has just been done. The logs tell a story and knowing how to read them is a skill. Make sure you know what to look for or have someone that does. The engine stuff is the normal stuff. Compression check, oil filter inspection, looking for leaks, cracks, anything not normal. Pull the plugs and read them, they too have a story to tell. My caution to any whom I help buy an airplane? Trust no one selling an airplane period. Take nothing for granted. Don't trust anything even though it just had an annual. If you do, it will bite you in the arse. Check and verify everything before money changes hands. Once you pay for it , its yours! Good luck and show us pictures even of the prebuy! :-) :-)
  4. BTW There are a couple of KA-16A bearings available. Both by the same maker. One is a commercial design and another is specific for aircraft and aviation applications. There is also a caveat that says notification to the seller is required if the application is for aviation. Just like our wheel bearings. Fafnir has the same bearing numbers for both commercial apps and aviation apps with the tolerances different for each, from what I read. So basically, you just can't order either without specifying the aviation design. Comments appreciated.
  5. Anyone else hear that Obama tried twice to get into KPSP and had to go missed and go to KRIV instead due to weather? Willing to bet for them it was 1900/3 for mins Cat D VOR approach (VFR in reality) but I haven't checked the weather then The big blue bird couldn't get in on Friday.
  6. To M20Doc's comment- My Dad said that he kept moving even in his mid eighties by going to work every day in his one man machine shop. He wouldn't have made 86 if he didn't . My Mother in Law is 98, takes short walks 3 or 4 times a day and is still ambulatory at her age. Sitting in front of the TV all day eating chips a soda is what my Dad used to say- "You're digging your grave with your teeth!"
  7. I guess not being able to close the door on Toni Twoton doesn't matter? :-)
  8. I hope I'm not breaking any rules as I posted this somewhere else on the net but I think it might be appropriate and timely for starting a discussion as the years pass for many of us here on MS I look forward to your thoughts- Maybe the time to hang up the 6 shooter and put the badge in the desk as you walk out the door is akin to a friend of mine, years ago, who decided to retire from a career as a rodeo clown working with bull riders. He was in his 30s. I asked him why and his answer was? "I'm a half step too slow now". He was perceptive enough to see that with age, even at that young position, age has a way of changing things. Could it be that the lines of invincibility and realization of vulnerability cross in ones mind? Will everyone of us be able to make that decision at the correct time or will ego step in the way? Will we all actually watch our own performance and be willing to evaluate it in an impartial manner to make the big decision? Because that's what it really comes down to. When I was on the way up, I was very fortunate to have been allowed into a flying organization that was populated by world renown pilots, pilot heros from several wars and captains of industry in aviation, all of whom were very much older than myself and the crowd I usually ran with. At my young age (at the time, I was the youngest member ever allowed in) I felt humbled to be in their company. I figured I'd better listen to their stories and advice. They had been through it all, way more than I ever would. To listen to guys that "flew the Hump" and what they had to do to survive in that flying, to listen to the greatest test pilots in the world and how close they came to going west and what they did to avoid a smoking hole epitaph, to listen to old grizzled line pilots and how they flew weather on colored airways and shot low freq range approaches in shitty weather in DC-3s and DC-6s, it was an education unavailable today. Over the years (I've been a member for 40+ years) I've watched as they, older than me, have hung up the spurs and walked into the sunset and they all, almost to a man, went through the same metamorphosis. They set the world on fire when young and impetuous, they got seasoned and then became cautious as they matured and then decided that the true root of flying was just being off the ground and looking down and then they saw, in the mirror, that their skills and mental calculations were at a point that they didn't want to "push the envelope" anymore. They decided to follow what Wilbur Wright said so many years ago, "if you want to be perfectly safe, go sit on a fence". It was a hard decision for all of them. Flying had defined their very existence and now they were relegated to self imposed obscurity. But the decision process that they had gone through was directly parallel to that which many others before them had done. Do I have the skills to continue and is it worth the risk in the waning years? Here again comes the lines of invincibility and the realization of vulnerability at a crossing point. I've tried to teach younger pilots that being safe has a process, a thought process and one is never really safe until one is "seasoned" and one only gets seasoned when one does something in an airplane that scares the the living hell out of you and you realize you did it to yourself. Then, from then on, you will have a different perspective on flying. You realize that no matter how safe you try to be, there is ALWAYS and element of risk that could be fatal, ALWAYS. Maybe that is what drives us, the underlying element of ultimate risk. Adrenaline junkies? As the years behind get more numerous and the years ahead dwindle, the view point of "pushing the envelope" somehow losses its luster and maybe self-preservation of what's left (for most) kicks in and the tin star is put in the drawer. As always , it will be a deep and personal decision with the face in the mirror.
  9. Restaurants- been there- done that. It's a hard way to make a living. It's 18 hrs a day 6 1/2 days a week. Absentee ownership don't work. The most often started business in the USA? A restaurant. The most often failed business within 5 years in the USA? A restaurant. My hat is off to anyone wanting to do that life. They are real Americans doing the American dream. You can make a lot of friends owning a restaurant but you always have to remember that you get one chance at each customer no matter how many times they've been there. Keeping up quality day after day is the challenge. To judge a restaurant? Go look at the bathrooms. if they take pride in their restrooms you can bet the rest of the place is perfect. I can well imagine the tough decision to close the restaurant. It's something they built with their own hands that is no more (for a while anyway). I hope things turn around for them and they can once againopen the doors.
  10. You just enrichen the idle mixture until you get the proper tach rise as you gently pull out on the mixture to cut off. A 100 RPM rise is too much and no rise id too low a mixture enrichment. Engine warmed up correctly first. Be careful of the prop ! Make sure the mags are off when you go out there to adjust it or when anyone is out there adjusting it. Its easy to forget the mags when the engine dies with the mixture and you need to go out there readjust the mixture.
  11. That's enough to wake you up!
  12. Alan A&Ps can sign off virtually all ADs that are issued. Some ADs have wording that the pilot/owner can sign off the AD (Bendix ign switch, Robbie heli blade daily insp, etc.) An A&P can sign off the 100 hr AD on fuel injection lines on Lycomings and virtually all other ADs on our Mooneys. Even if the AD states no flight before the AD is accomplished can be done by an A&P. For most people they will come in contact with an IA in two ways, either at annual time when the IA has to sign that HE did the annual inspection or on a Major repair or Major alteration that requires an AI sign off on the 337. Just curious did you confuse A&P with AI in typing fast? :-) :-)
  13. Just a thought - Last year just before the 2 door model was rolled out I was in KER and had a question for engineering. It was explained to me then that tours were not being done because the roof was being redone (which it was). Turns out that the 2 door model was in the production line and they didn't want it out of the bag until Fredricksburg showing. SO, maybe there would be valid reasons IF they decide to shut down the tours in the future. Something new? Also, tours do take time away from work for whom ever the guide is. Hiring a tour guide might be a good idea but who's going to train them to know all about the factory? When I was thru there last they wanted to show off all the new equipment that they installed. Some really impressive stuff it was. Maybe they could set a schedule of twice a month for a tour. That might keep costs and work in line. Say max of 10 people so plan ahead. I also think a lot of the delay in building out more airframes last year was due to the Feds and certifying the 2 door model. If you haven't actually touched the new 2 door, when you do you will be impressed. I'd be one though that says their marketing needs to be improved. There should be 1 new airframe appearing at every flyin around the country all year long. Got to get the name and looks out there. The interior is great but I do think the paint scheme needs work.
  14. The ides of trying to force an AMOC might be a good idea here. It would also get a response to "pre-fabricated' hoses but what I think you will find is that the hoses in question are those made of rubber with AN fittings for fuel and oil. They "can" be made up in the hangar (see Pt 43) but as an owner you can't do that. If you buy a hose kit you're cleared to go the entire way. On these metal fuel lines I think it could be argued either way but the Feds will say- NOT preventive maintenance. As mentioned, replacing the "line" triggers the AD for A&Ps to do right now. Good luck with your endeavor, I hope it works.
  15. OK My profound apologies! I thought I was posting to something else where someone was looking for an A/P and didn't know what to get. Now I have to go search for that thread. Where I live (way out in the boonies) we have very slooow internet and quit possibly (and it does ) it got screwed up in changing pages etc. I didn't go back to reread the OP so my bad. I just answered the notification. Again, no intent to rain on anyone's parade. In fact the A/P talked about sounds like a pretty good deal for someone. Brand new, never used. Lots better than a second hand one by far. I hope it sells fast for him.