cliffy

The AOPA has posted what the new rules could be if enacted by the Feds. Looks like they are trying a reasonable effort to allow "incidental" items in a hangar but get rid of hangars rented for everything BUT airplanes. I have a couple of questions on it but over all its not too bad. Airports that have used Feds funds to improve the airport will fall under this rule. There should be a differentiation between publicly built and rented hangars (city owned) with waiting lists and those built on leased airport land but built and owned by private individuals. A lot also depends on how each city/county interprets the National Fire Code as it pertains to aircraft hangars. It's complex and very restrictive.

Learn something new every day! Not a bad website at all! Thanks !

I've had 4 in my C 3 times in 14 years. Usually just the two of us. Had 4 grown men once for a 40 min flight. Tight is all I can say. Yes the smallest were in the back. My wife's record is 13 mins from gear up to asleep in the right seat!

Ditto to N201 reply Make sure your battery ground strap and your engine to airframe ground strap are both tight and clean of all corrosion at both ends of each one. Check all the connections on the alternator also. The EGT may be bad temp probe at the exhaust stack. Wiring issues can be very trying to fix. You might also try tripping and resetting all circuit breakers just to make sure they are all have clean contacts and seated good.

Ya all be careful out there with "non-approved" installs. I know of 1 aircraft owner facing over 200 violations right now (every flight is a separate violation) for hard mounting a non-structural bar in his airplane and mounting a Garmin 696 to it with screws (hard mounted) with no legal paperwork to show compliance with 43.13 or STCs or anything. All it takes is walk around by the Feds as our poster here will verify (Now my airplane is junk!).

O2 filling tips: Refill cylinders very slowly. Too fast and they get hot and you will get a false pressure reading. When cooled the pressure can go down several hundred pounds in the filled tank. Have O2 dedicated tools (wrenches, screwdrivers, etc) and clean them very well with soap and water to remove all traces of any oils or greases from them. Grease or oil in the presence of O2 can spontaneously ignite. It should go without saying (but I've seen it) NEVER LUBRICATE ANYTHING DEALING WITH O2 WITH ANY PETROLEUM PRODUCT! I hope you have a pressure gauge on the "filling" tank that can be monitored while filling to avoid over filling if you use tanks higher than 2000 psi to fill with. Be safe out there You can save a lot of money but do it right.

If its the typical "in the seat" O2 generator it gets very hot when making O2. It is classified as "hazmat" It is what brought down the ValueJet DC-9 many years ago in the Florida swamps. Be very careful with that in your airplane. BTW, the Captain on that DC-9 was my best friend.

Is there nothing describing your gear system in your Pilot Hand Book?

We all forget- Congress doesn't appoint, they only approve funding and "appointed" people. "The Great Wiz" appoints and unless "The Great Wiz" wants it, it won't be done! Like I said, don't hold your breath 'cause it ain't gonna happen!

I know I'm going to get flamed for this but I think it's important enough to say it. For those of you who fly in the low 20s without pressurization, it's doubly important to PLAN on having an O2 failure and know what you are going to do because you have no "LOW CABIN PRESSURE" light to warn you. If your O2 bottle system slowly fails it will sneak up on you and you won't know it. You are betting your life on your O2 system. I'm not saying not to do it. Just be real aware of the consequences and plan ahead. Don't get caught by thinking "it'll never happen to me". Complacency kills in airplanes. Here is what I sent to a young friend who is just starting out as a corporate pilot in an MU2. XXXXX, I'm going to preach here so bear with me. In my career I've seen too many instances of pilots not "telling" ATC what they needed to do but just timidly asking to do something in a real emergency. It has cost them dearly. Here is a link to a current problem- 2 pressurization failures in 2 different airplanes recently that cost the lives of all on board. If you haven't heard of it or remember it, Google up "Payne Stewart Learjet Crash". The same scenario. http://mooneyspace.com/topic/13023-tbm-700-unrensposive/ I have two issues here to pontificate on- Hypoxia- You, I don't believe, have ever been through an altitude chamber ride to see how your body reacts to hypoxia. You need to do it. Until you experience it you really don't know how your body reacts to hypoxia. Hypoxia is insidious, it sneaks up on you, you feel like you are doing just fine and the next instant you are totally gone and don't even realize it happened, and now you can not do anything about it. It will kill you and all who fly with you. Serious Emergencies- As can be seen in the TBM crash, the pilot knew he had a problem but didn't "fly the airplane first" he didn't TELL ATC what he was going to do in a serious emergency. He was timid and it killed two people. I've have had 3 rapid decompressions in my career. 1 in the MU at 23000', 2 in jets up high. In all three as soon as I knew I saw a pressurization failure that could not be controlled I called ATC, declared an emergency and told them I was going down to 14000 (some training says to go to 10000' We can't do that out here in the west with the mountains. 14000 or 15000 gives you ground clearance and you can breathe there good enough for a few minutes to figure where you are and get lower)) I didn't ask for lower, I didn't ask "permission" to do something I just "did it" and at 4 to 6000' feet per minute. I wasted no time getting down. In the jets from up high as soon as a pressurization problem was noted the O2 mask went on. First item, no delay, get the F&^&)@# mask on now. You can't do that in the MU as they are not quick donning masks like in jets. In the MU if you ever dump the pressurization (say a window breaks as it did with me in the MU, the window that is in the hangar) GET LOWER NOW AND THEN WORK OUT THE PROBLEM. Call ATC and YOU tell them what YOU are going to do and do it. NEVER ASK FOR PERMISSION IN A REAL EMERGENCY, JUST DECLARE AND DO WHAT YOU NEED TO DO. LET THEM SORT OUT THE TRAFFIC ISSUES. Don't delay getting down in the MU while you dick around with the stupid O2 masks in the MU. If you can't control the pressurization get your butt down. AT 25000' you have maybe 3 minutes of useful consciousness,(the charts say 3 to 5, don't count on 5 it'll kill you) it will take you 2-3 mins to get down to 14 or 15000' by the time you diagnose the issue and get down there. So don't delay by playing with the pressurization problem. If it's on both bleeds open and setting the controller to a way lower altitude doesn't stop the pressure loss, GET DOWN NOW. I'm off my soap box now. Hope you have a good day. As I said above, any delay in getting down fast can and will kill you. Delaying by "asking for lower" etc only leaves you up there longer. Time that you don't have. I stand by what I said, "NEVER ASK FOR PERMISSION IN A REAL EMERGENCY, DECLARE THE EMERGENCY AND DO WHAT NEEDS TO BE DONE. LET THEM SORT OUT THE TRAFFIC ISSUES" OK let the arrows fly. I can weave and duck. Just remember- "You're not a safe pilot until you have been tempered and you're not tempered until you do something in an airplane that scares the living crap out of you and YOU know that YOU did it!"

I've got some carbon offsets to sell Where's Al Gore

It's not going to make any difference. They won't make the deadline. It's just another "independent" Federal department that will do what it wants to do and Congress be damned. We'll all be too old to fly before this Pt 23 issue ever gets done. I'm taking 2 to 1 odds on that bet right now! Don't hold your breath on this one.

My 64 C has a regular roller bearing with an inner race that is basically a bushing longer than the width of the bearing for the hinge "ears" to squeeze onto as the bolt is tightened. Had my tail controls off, slid the bushings out, cleaned the roller bearings with sprayed WD40 while I spun a brass gun brush in the bearing to force out decades of old dried oil and such. Then squeezed new lube into the rollers with a dowel and reassembled. The bushings rotated MUCH smoother and easier after that treatment. Prior to cleaning the bushings would hardly turn. Contrary to popular belief, WD40 is not a good lubricant. It's a great degreaser. It was designed as a "WATER DISPLACING " fluid (hence 'WD" in the name). It was the 40th formulation of the chemist and was designed to displace water in electrical controls on missiles. It is a penetrating fluid NOT a lubricating fluid. Not really a good choice or "technically" legal to use on our rod ends for lubrication. Tri-flow or other 100% silicone fluids are much better.

I've had 3 RDs (rapid decompressions) in my career. In all 3 I told ATC what I had and that I was vacating my altitude for 12000' Decompressions get my attention like right now. Use the "E" word, it's no big deal. Only some paper work if they ask for it. That's why an O2 meter is very valuable in Mooneys as hypoxia is insidious and can sneak up on you and you will never know it happened. I won't fly above 16000' without one even with a good O2 system in a non-pressurized airplane. Have been through the chamber, what an education. I am so sorry to hear that this has happened to an otherwise very competent pilot. I would have liked to have flown with him in that airplane.

The jackscrew has been properly cleaned and lubed after dis-assembly. I can unload it in air and release lots of resistance to turning, hence my postulation about the "rough" screwthreads. Still scratching my head.

When I was based in DEN with Frontier I told my friends that the DEN weather sucked! It still does! It always will ! :-) :-) Go south to Lake Powell. It's a lot better here :-)

I can disconnect from the jackscrew and the trim system force is much better. Connected, while on the ground, the trim force is OK but airborne it gets stiff so, that is to my thinking of the jackscrew when loaded with air loads. Ideas?

Has anyone ever changed out the tail jackscrew for a new one and found the trim wheel force went way down in flight? I know its been discussed before (I've seen some threads), I know all about proper lube of the system and adjustment of the chain drive on the wheel. My trim wheel force still seems "stiff" to me. I'm thinking that after 50 years the jackscrew has enough pits in it from years (previous to my ownership) of poor lube that there is a drag on the nut especially at high loadings on the screw in flight. On the ground it is a lot easier to turn but not what I think it should be. Have had the jackscrew out, disassembled, cleaned and relubed to no avail.

Over gross and out of CG in it is cured by diet :-) Have had Corvettes, Porsches, Cadillacs, 4X4s, but nothing compares speed wise to flying. Have flown jets, big and small, .88 Mach is nice (fuel burn at 12,000#/hr isn't) but Mooney speeds suffice for now. Cars only allow me to get to the airport. My pickup works fine for that job now. "Never buy depreciating assets"

Heretic! :-)

Get two pieces of 1/8 inch welding rod (welding shop) have them weld them together end to end and cut to length.

Could it be 1 of the air diaphragms in the fuel servo sensing the higher MP with the door open and compensating by increasing fuel flow for the added air available.

I weighed my Mooney and found it was listed as 90 lbs heavier than it really was. I GAINED 90 lbs of useful load. Turned out to be a mistake on the original W&B from the factory. Who would have thunk!

You should have a small rubber pad in the top of your wheel well The gear should just touch this pad when retracted. Put the bird on jacks, raise the gear and then go push up on the wheel to see how much "play" you have between hanging and up against the pad. With the gear partly retracted disconnect the two retract rods for the main gear at the johnson bar (retract handle) and then push the gear down and locked. Check for wear in the down lock links by trying to move the wheel toward and away from the wing tip. If you have play find the offending bolts, bushings or rod ends. One last item. Has the plane ever been landed gear up or collapsed? If it has and the link rods from the johnson bar to the bellcrank may have been changed and the wrong ones installed. I ran into this on a shop bird not too long ago. BTW, I have friends up near Warmbath SA.Limpopo area.

They might have a much better tax situation if it is leased