cliffy

Bill Wheat isn't doing anything at Dugosh anymore. I have rigged the stab for full travel either end on indicator and marked with tape the 2 degree point on the indicator (does not line up with the T/O marking). Will do a test flight over the weekend.

You might try Kings Avionics at Henderson NV just south of Las Vegas. I've had work done there and they seem pretty good.

So sorry to hear of your problem. Do at least call LASAR A wing swap may not be out of the equation. It's worth a look anyway.

I've got mine tied to an old Garmin 155TSO and it works great. Not approach certified but I tried it in VFR just to see what it would do and it would have hit the white line on the runway if I let it go to touch down. More a function of the GPS accuracy but the A/P does a fine job.

Please let me add a little to my post. I guess I need to be more specific in my postings from now on. A strict reading of the AD would allow only the rear end of the crankshaft to be examined to comply BUT to get to the rear end of the crank shaft one most likely will have to pull the motor out of the airframe to remove all accessories and the rear case. This would be the least amount of "tearing down" that could be accomplished. Service Bulletin 475C is incorporated in the AD and must be followed. If any damage is observed, out comes the crankshaft. Let's look at the difference between part 91 and 135 for this. This may be "old hat" to some but it is interesting none the less. For 91 operators only the minimum AD compliance is required. For 135 operators they must follow and adhere to ALL manufacturers service bulletins. So not only do we have to follow the AD and SB 475 BUT we have to also follow SB 533 which mandates basically a complete overhaul of the engine. There is nothing in a Service Bulletin that makes it "mandatory" by itself, only if it is incorporated into an AD. No manufacturer can require a service bulletin to be complied with for Pt 91 operators. I don't think too many shops or A&Ps would be willing to do the minimum inspection on their own out in the field due to liability especially on a new 206. Moreover, even if a shop did the minimum, if there ever was an "incident" later to the airplane the first thing the Attorney will ask is why didn't you do the "Mandatory Service Bulletins" ? Do you know more than the manufacturer? As to the prop, an A&P can only dress small rock nicks and normal service to a prop. Straightening blades and reducing the diameter must be done by a prop shop. My original post had more to do with what the owner did not want to do today compared to what we used to do, than the AD. The owner only wants to file the prop tip and sign it off. Today we can't do that. The owner doesn't care what's legal today or not. This is why no one at this airport wants to file the prop and sign it off.

Just curious, does it still have a wood tail? If so you might have some AD issues. Wood wing, could be fun to work with. A classic like an old Bellanca!

Where the step tube slides up and down through the bracket in the back it gets dirty and hard to slide. Clean it good and lube with a silicone lube that dries.

Andy, M201 and Mooneymite GREAT stuff Thanks! Learn something new every day. Never too old to learn. superfly, read what they are saying here! You may not need to buy a complete switch assembly, only the repair kit or a good cleaning inside. Show the last 3 postings to your A&P.

M20Doc- How do you remove the crankshaft without completely tearing down the engine? Not criticizing, just at a loss to understand what you are saying on how to do it. The crankcase has to be split open to remove the crankshaft for inspection. That essentially is a complete tear down.

jetdriven- you might have a very good point! Something to think about. Cost/benefit ratio not bad. I too use closed cell foam tape 1/4 X 1/8 and I sit outside but so far no issues with some big downpours. I do replace it every 2 years though. Quick and easy.

Marks, I hope I never inferred that the owner should do anything but a tear down. IT IS MANDATORY BY AD PERIOD! That was my point. It makes no difference what the prop hits, if it slows down or shows injury the engine MUST be torn down and no filing of gouge marks is allowed on the prop. If the prop sucks a rock up and dings the blade that is allowable damage to repair. No filing of the tips of the blades is allowed per AD. Marauder has it correct- he doesn't want to report it to his insurance because they would cancel him and he doesn't want to spend the money for a tear down. Yes, some people should do other things rather than fly airplanes. Yes, I too have about 100 hrs in 206s. Very easy to land.

Here's a follow on to another thread about the FAA and a/c maintenance, Years ago we didn't have too much concern with prop strikes. We measured the prop flange for run out (wobble) to determine if it was bent then bolted a new prop on and away we'd go. Now it's a different story. We have a Cessna 206 in our local hangar that had a hard landing and I mean hard. The tail cone was hit. the tail tie down ring folded back and the rear bulkhead bent. The nose gear was totaled but no firewall damage, the nose tire and wheel and fairing were trashed.AND one blade of the 3 blade prop touched the concrete causing the tip to show a gouge maybe 3/4 of an inch long and maybe less than 1/8 inch deep with the trailing edge of the tip bent aft about 4 degrees from true in a triangular shape about 1/2 inch in size. Needless to say the owner only wants the nose gear fixed and to file the prop tip. BUT that can't be done today! With the way the prop strike AD reads today the engine and prop have to be torn down. Not even a ferry permit is allowed! Going through tall grass that slows the prop down is considered applicable for tear down by this AD. No shop or mechanic on our airport is willing to file the blade with good reason- LIABILITY-both for an accident afterward if something is wrong inside the engine and from the FAA for doing it against the AD. Oh I forgot to add, this is a brand new 206 with a full Garmin glass cockpit AND this is the second hard landing the owner has given it. The first was 5 months previous and $100,000 in cost for new wings! How's that for adding future liability to the issue!

Well I have an old 155TSO GPS that is coupled to the A/P, an iFly700 on the wheel, my wife has the tablet and I have a smart phone both with AVare so THERE!!!!!! I too rarely use the VOR, I have a DME but it is off most of the time. The KX155 is used for ILS only, like you. I dumped the ADF but I miss listening to the radio at times. Only one horizon but a bottle half full of water will suffice in an emergency :-) :-) Won't it? BTW it was Corrigan, Kerrigan was a skater I think.

Disparity in the work done by different A&Ps and IAs is a decades long item. Some here have 50 + years as A&Ps and we all have seen different abilities in A&Ps over those years. Just like Doctors, someone had to graduate at the bottom of the class. As to the OP, he probably did and does want his airplane correct and thought it was by what he has been told. Unfortunately it is not. I feel for him. I too have questions on how all the items got signed off every year. We see stuff like this all the time in our local shop. As to an IA determining that the "injuries" were "airworthy", that he can not do unless he has some form of "APPROVED DATA" to support his claim. Then it has to be written up in the log book and noted as to the approved data. Mooney has no "allowable damage" guidance as was mentioned therefore, it must be, for all practical purposes, perfect condition or "factory new". An IA can not make that determination period, As was also mentioned, a DER can but at a very high cost. It doesn't seem reasonable but that is the way it is legally. As to the FAA guy looking at the airplane, by what is seen on the pictures I can understand why he decided to do what he did. There is enough damage to raise a lot of questions. It is not a matter of whether or not the airplane can fly it is a matter of does it meet Type Design criteria and the law? The feds can only go on what the law says and in effect, an IA in signing off an annual, IS taking his own hat off and putting on the FAA's hat at that time. He is an FAA representative at that time. With every Annual he signs off he is attesting that the airplane meets its Type Design in all aspects including down to any and all placards. Someone may be getting a visit in the near future. Little things (like the data plate) that many of us think are inconsequential really are a big deal to the FAA and can have very real and difficult ramifications. The A&P or IA has his butt hung out legally with every sign off he puts in a log book-for years to come! It really is just black and white matter. Does it match the TC or doesn't it. Is there "approved data" to support the sign off or not? KSMooniac has hit the nail on the head. I really do wish the OP well in trying to fix his airplane. He got caught in a trap not of his own doing but he will have to pay the price for someone else's mistakes.

Generally speaking ramp checks are no big deal. Just go with the flow, fix anything that is mentioned and go on with life. It's not worth getting upset about. Attitude plays a big part in what they write down. They don't want issues and you don't want issues. Yes, they have a quota to do.Just like line checks on airlines. I've had them in 121, 135 and 91. Although sometimes the Inspectors are wrong on what they think is incorrect on the plane. I've found that on at least 3 occasions. One notable one in KMDW under the wing of a 737 in a shouting match toe to toe with an idiot FAA guy. I do not recommend that attitude though, I won only because I knew without a doubt I was correct. You'll get a "fix it" ticket probably, get it done and nothing more will be said. As my Chief Pilot once said, "go home, drink some wine, relax, it ain't worth gettin up set over".

Without guns the Air Force is just another expensive flying club!

When do you guys have time to look out the window? :-) :-) I count 6 navigation presentations and 3 horizon presentations, am I wrong? :-) Flight plan at home? All we ever did on the airline was get the clearance and input it into the FMC once. Line item changes after that. I didn't sleep at a Holiday Inn last night but I did fly a Low Frequency LF approach once! Dee Dah -Dee Dah -Dee Dah Yes I'm jealous, but I'd have more in avionics than airframe.

My first instructor was an old DC-3 driver and found himself in a wave over the Sierras with gear and flaps down, power off and going up at 2000 fpm passing 14,000' in the DC-3! Many years ago I flew a corporate trip to the Trona Airport (can't tell you why we went there or I'd have to kill ya ) and sat on the ramp for an hour watching the Air Force dog fight overhead. Great air show. Your pick of route was the correct choice that day. Don't second guess yourself!

Here's some info from info from Continental Replacement engine data plates may be obtained from Teledyne Continental Motors by following the procedure provide below. 1. Request for replacement data plates must be made in writing. 2. Contact your local FAA office and obtain written approval from them as specified in 14 CFR 45.13 paragraph ( and (d). 3. If the engine data plate has been lost or stolen, or if the removed data plate is being retained by the FAA, you must obtain written certification from the FAA on official FAA letterhead verifying the engine model and serial number for which the data plate is being requested. 4. The old, removed data plate, unless it is being retained by the FAA as noted in step 3 above, must be returned to TCM with your written request for a replacement data plate and the above documentation. 5. Enclose a check or money order made payable to Teledyne Continental Motors, in US funds, in the amount of $100.00. Here's the link http://www.tcmlink.com/pdf2/SIL00-9A.pdf

Well let's see- sea level airport, B757, ferry flight LAX to LAS, 2 pilots, no crew, 24L. Out of 12,000' at 2 minutes 50 seconds from throttles forward on the runway. Next best thing to flying my Mooney!

On your way back instead of KSGU go a little east to KPGA Page AZ. Lots better views out the window both in and out to the north. Stop by the Jet Center, get some fuel, use the crew car and have a nice meal a couple of blocks in town. Good BBQ at 2 places.

If you want right in the SLC valley South Town is the best bet but IFR into and out of there can be a bear with the KSLC traffic. Long delays. Spanish Fork south of the SLC valley has a good gas price but no IFR into. All depends on what you want and the weather. Provo has a high gas price. Be very aware of the restricted area south of South Town if you are VFR. That's where the NSA computer facility is. It's right in the gap of the hills going south if you're trying to scud run out of the valley. In San Diego Montgomery Airport is a good one. All the services you want and a very good restaurant on the airport. Good ILS also and SoCal App. is one of the best with GA traffic. Easy in easy out there.

I'm willing to bet that if you present the curtis valve idea to the local FSDO Maint guy telling him you'd like to do it as a minor alteration he'll go along with it. Have pictures or something to support your idea. Tell him also that it is an improvement in the design because NOW you will be able to see if there is any water in the gascolator instead of it just draining on the ground where you can't see it. Also include a comment about installing a placard or POH revision sheet to tell pilots of the change, I've done this before and had good results on other ideas.

Thanks jetdriven! I haven't seen that manual yet. I've seen 3 older ones. As a J it "should" be similar setting. I'll give it a try and see how it works when I get off the jacks,

BTW didn't Bill Wheat pass away a while back?