N201MKTurbo

It’s crazy, he makes the worst decisions ever and in the end it always works out for him.

Most people out at the airport just love airplanes. Working on them, flying them. It is all good. It is amazing how many airline pilots show up in their monkey suits, change and start swinging wrenches.

There seems to be different attitudes in different parts of the country about airplane work. There are quite a few mechanics and IA willing to work with people around here. A lot of airline people who moonlight out at the hangars.

It seems like half the hangars at the home drome have some kind of rehab project going on. A friend of mine has done three in the last few years. He made money on all of them.

What I see is sealant put over sealant. And mystery sealant. And sloppy application. The only repairs approved in the maintenance manual requires the leaking area to be cleaned of all sealant down to bare metal. Then a bead coat of the specified sealant and after it cures, a brush coat of sealant. After that cures a top coat is applied. The repaired area should look like a brand new tank. That’s not what I see in your tanks.

Just an update on my Monster tires. They have been on there for quite a while. Almost 10 years. They still have tons of tread. After I ground 1/4 inch of tread off of them, they are great tires. I think they make a standard sized tire with the same rubber.

If you stripped those tanks before you put the bladders in, you would probably gain 10 Lbs of payload.

After looking at the repair work done on your tanks, no wonder you are putting in bladders.

Not after they Bondoed the whole thing. That is going to be quite a job to get off.

There are a couple of things to look at. One is the pivot bearing. Laser had an oversized bushing that was reasonable and easy to do. The other thing is the steering horn. If you cannot get a new one, you can shim up the old one and it will work OK for a while.

When I replaced the windscreen on my M20F, my step father helped. He was the most skilled person I ever met with hand tool work, and power tools too BTW. It took him a while, but he removed that strip without damaging it. But he was a unicorn (RIP).

I have thought about NVGs and people are talking about it. Has anybody heard for certain weather they were using them or not? It seems with all the city lights the NVGs would be difficult to use.

I wonder why the helicopter was allowed to fly across the final approach path of an active runway? If you asked to do that at PHX they would tell you to get lost. Does the military get special exemption from normal rules? I read that at that altitude the city lights wash out any aircraft lights, so visual separation is very difficult at best.

It works much better if you have two. Phoenix has two. One on the east end of the airport and one on the west end. They use one for northbound traffic and one for southbound. Usually north on the west, but I have gone both directions on both transitions. Although they have defined entry and exit points, all they care about is you cross just beyond the numbers on the two ends and are generally going north and south. And in true Arizona tradition both entry and exit points are golf courses.

If I recall, the VFR corridors across KPHX were established when it became a class B from a TCA. If not it was about the same time. I have probably used the corridors a few hundred times. I have never been denied access. So there is a caveat. I was doing an operation rain check and some bozo had no idea what he was doing. they told him to leave the class B (and never come back). So if you have the slightest idea how to fly and talk on the radio. they will let you in.

I bought a box of floor sweepings from an aircraft factory once on EBay. I have enough -005 bushings to last me many lifetimes. I just cut a piece off and file it square. The ones I have are about 1.5" long. You can grind them close to the desired length by getting a 3/16 threaded rod or bolt and put a double nut or locknut on the rod and use it to support the bushing while grinding.

On closer examination of your picture, your magnet may have both plates stacked on one side of the magnet. If that is the case, take it apart and put it together right. The drawing from the manual shows the two plates correctly.

Those cabinet latching magnets require two plates to function properly. I think you are missing one of the plates. They require two plates to complete the magnetic circuit from north to South Pole on the magnet. Go to the hardware store and buy a magnet to harvest a new set of plates and consider replacing the striker bar while you are at it.

Ok, you called me out. It was back in the 80s when I was flying about 4 hours every day. The landing was in Laramie WY in the winter. The east west runway was closed. The wind was closer to 60 KTS right down the closed runway. I was listening to a Beech 99 trying to take off. They had aborted 3 attempts. I landed and must have shamed them because they made the next takeoff. With that much wind your ground speed is very low on touchdown, practically stopped. I lined up on a 45 to the runway, touched down on the edge of the runway and was stopped by the centerline. Taxiing in was very dicey. It took me 10 minutes to taxi in. When I got to the tie down the plane would start to move backwards if I throttled back. I called the FBO and they came out and tied me down with the engine running to hold position.

You could have saved a lot of money if Brian K had repaired them according to the maintenance manual.

Actually, if you lube the seals with DC4, you can get the springs to line up and click together with the tabs pointing up, then you can rotate the springs and the tubes till the spring tabs point to the other tube.

The pushrod springs on the Lycomings are not their best ideas…

Perseverance and bloody fingers.

You should have a few spares of those. You can see some have already been replaced because some are straight and some are Phillips. I kind of like the straight blade fasteners because you can tell if they are fastened properly by looking at the slot, but the Phillips are easier to put in. As for the part number, it is the time in your airplane ownership journey that you learned to use the IPC.

The impulse coupling is a simple mechanism. I would just pull the mag and look at it. One thing you can check without pulling the mag, is just pull the prop through and see if it still snaps. If it doesn’t you could have a broken spring or the post fell out.