Sabremech

Yes, you put any preventative maint you performed in your logbook. If you've done any of the maint listed, make an entry in the appropriate logbook. Your A&P/IA who signed off your annual sure doesn't want to take the responsibility for something they haven't done.

Here's the list from the current FAR's: FAR 43 Appendix A Preventative Maint. c) Preventive maintenance. Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations: (1) Removal, installation, and repair of landing gear tires. (2) Replacing elastic shock absorber cords on landing gear. (3) Servicing landing gear shock struts by adding oil, air, or both. (4) Servicing landing gear wheel bearings, such as cleaning and greasing. (5) Replacing defective safety wiring or cotter keys. (6) Lubrication not requiring disassembly other than removal of nonstructural items such as cover plates, cowlings, and fairings. (7) Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces. In the case of balloons, the making of small fabric repairs to envelopes (as defined in, and in accordance with, the balloon manufacturers' instructions) not requiring load tape repair or replacement. (8) Replenishing hydraulic fluid in the hydraulic reservoir. (9) Refinishing decorative coating of fuselage, balloon baskets, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required. (10) Applying preservative or protective material to components where no disassembly of any primary structure or operating system is involved and where such coating is not prohibited or is not contrary to good practices. (11) Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the repairing does not require disassembly of any primary structure or operating system or interfere with an operating system or affect the primary structure of the aircraft. (12) Making small simple repairs to fairings, nonstructural cover plates, cowlings, and small patches and reinforcements not changing the contour so as to interfere with proper air flow. (13) Replacing side windows where that work does not interfere with the structure or any operating system such as controls, electrical equipment, etc. (14) Replacing safety belts. (15) Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system. (16) Trouble shooting and repairing broken circuits in landing light wiring circuits. (17) Replacing bulbs, reflectors, and lenses of position and landing lights. (18) Replacing wheels and skis where no weight and balance computation is involved. (19) Replacing any cowling not requiring removal of the propeller or disconnection of flight controls. (20) Replacing or cleaning spark plugs and setting of spark plug gap clearance. (21) Replacing any hose connection except hydraulic connections. (22) Replacing prefabricated fuel lines. (23) Cleaning or replacing fuel and oil strainers or filter elements. (24) Replacing and servicing batteries. (25) Cleaning of balloon burner pilot and main nozzles in accordance with the balloon manufacturer's instructions. (26) Replacement or adjustment of nonstructural standard fasteners incidental to operations. (27) The interchange of balloon baskets and burners on envelopes when the basket or burner is designated as interchangeable in the balloon type certificate data and the baskets and burners are specifically designed for quick removal and installation. (28) The installations of anti-misfueling devices to reduce the diameter of fuel tank filler openings provided the specific device has been made a part of the aircraft type certificiate data by the aircraft manufacturer, the aircraft manufacturer has provided FAA-approved instructions for installation of the specific device, and installation does not involve the disassembly of the existing tank filler opening. (29) Removing, checking, and replacing magnetic chip detectors. (30) The inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder's approved special inspection and preventive maintenance program when accomplished on a primary category aircraft provided: (i) They are performed by the holder of at least a private pilot certificate issued under part 61 who is the registered owner (including co-owners) of the affected aircraft and who holds a certificate of competency for the affected aircraft (1) issued by a school approved under §147.21(e) of this chapter; (2) issued by the holder of the production certificate for that primary category aircraft that has a special training program approved under §21.24 of this subchapter; or (3) issued by another entity that has a course approved by the Administrator; and (ii) The inspections and maintenance tasks are performed in accordance with instructions contained by the special inspection and preventive maintenance program approved as part of the aircraft's type design or supplemental type design. (31) Removing and replacing self-contained, front instrument panel-mounted navigation and communication devices that employ tray-mounted connectors that connect the unit when the unit is installed into the instrument panel, (excluding automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)). The approved unit must be designed to be readily and repeatedly removed and replaced, and pertinent instructions must be provided. Prior to the unit's intended use, and operational check must be performed in accordance with the applicable sections of part 91 of this chapter. (32) Updating self-contained, front instrument panel-mounted Air Traffic Control (ATC) navigational software data bases (excluding those of automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)) provided no disassembly of the unit is required and pertinent instructions are provided. Prior to the unit's intended use, an operational check must be performed in accordance with applicable sections of part 91 of this chapter.

Do you know where the MSC got their tools? Some one had to make them for Mooney and they've certainly been copied over the years. Unless we have access to the tool drawing from Mooney, how do we know that any of our tools, including those from the MSC meet the design criteria? The ones I bought from Ebay worked just as advertised and my gear fell right in the limits of the manual. Is it 100% correct? is your Mooney that you bought the tools from an MSC correct? Just saying that because it came from an MSC doesn't automatically make it better.

You can find them on EBay. I bought a set over a year ago.

You might give Dawley in Burlington WI a try. They do nothing but aircraft exhaust systems.

Mine had the twin Cessna cover on it too! It's their turbine edition. I e-mailed AOPA and had it switched to the regular edition.

I prefer single ownership. It's very hard to find a good partner. The Mooney is always available when I want it.

Definitely an E. I'm curious as to what cowling mod that is? 201 with the old cheek panels. Looks nice!

Interesting read. Did anyone else notice the nose gear doors and how far they are opened up in the shot from the bottom? I'd be curious to see mine as I just re-rigged them at annual. Nice and tight on the ground.

I e-mailed my FAA PMI today this very question and here is the exchange: Me": So if the aircraft manual states "on condition" and is approved by the FAA, then there isn't a hard change date and it wouldn't need to be changed until it failed hose inspection criteria? FAA PMI: Correct. As I stated - the Cessna document is what they decided they want for a life limit. I think Lear has a 5-year limit on some hoses. If the Maintenance Manual says on-condition - then the hoses should be good until they no longer meet the aircraft's inspection program requirements. Typically those requirements are the same as 14 CFR 43 Appendix D(d)(7) & (e)(5) - - Lines, hoes and clamps - for leaks, improper condition and looseness - - - and - - - Hydraulic lines - for leakage. Improper condition could be the result of chaffing or kinks. I hope this answers the question Byron? I haven't forgotten about our oil viscosity discussion, just haven't had the time to put thoughts to e-mail.

Byron is not in violation of any FAR or AD. If his manual says "on condition" then that is it. Inspect the hoses as you would per Mooney service manual and AC 43-13 and press on. Here's a little hose inspection advice from the www. "PTFE hose assemblies “On Condition” is a well known argument for the lifetime of PFTE hoses. As a remark, some manufacturer also demand the replacement of PFTE hoses for special applications. What we can tell you for sure are criterions for damaged hose assemblies. Criterions for the hose inspection Inspect hoses frequently Replace worn or damaged hoses Proper clamping is critical Hose assemblies have to be replaced if following is applicable Chafed Hose Abrasion Improper clamping Kinked Hose Smooth-bore PTFE hose is prone to kinking Restricts fluid flow Damaged beyond repair Broken Wires Inspect external wire braid Any broken wires is cause for removal/scrap Twisted Hose Hose is not designed to be twisted Induces stress Promotes premature wear Heat Damaged (Brittle) Hose Elastomeric, PTFE and Metal Hose have heat limitations Cracks during flexing Leaking Hose Wetness around fitting Aged hose Improper fitting attachment Rusted Hose Corroded wire braids Any corrosion makes hose assembly suspect" I'll make a calll to my PMI tomorrow and see if I can get a reference in an AC or the FAR's to help put this topic to rest. David A&P/IA

Astelmaszek, I understand your personal thoughts on 135, but don't agree with maintaining my Mooney to those rules. Am I any less safe because I maintain my airplane to Part 91? I don't believe so as I maintain the airplane I fly myself and my family in. I don't offer Part 135 advice on this board because it does not apply to 99 % of us who come here to share information. For the amount of flying we do, maintaing our airplanes to Part 135 would cost us an extreme amount of money and for what quantified increase in safety? Very little. What percentage of Mooney accidents are caused from maintaining our airplanes to Part 91 vs 135? I don't fault you for your choice in the way you maintain your airplane, it's your money and your choice. I'll continue to offer the advice that's relevant to the rules we are required to maintain our airplanes to. Anything above and beyond that an owner wants to do is their choice. As far as the examples I quoted, Falcons and F86, they were merely presented to show that Teflon hoses are on condition. No mandatory replacement criteria. It's not even required on a Falcon that is operated under Part 135.

I use some PR1422 A2 when I put my panels back on. I spray some mold release on the panel before tightening it. They come off with a little work and no leaks.

The inspection program I wrote for our North American F86 Sabre has Teflon hoses with "on condition" for the life limit and is approved by the FAA. These hoses are used at each of the flight control actuators where it goes from rigid to flexible. Also the Dassault Falcons I maintain have Teflon hoses and I've yet to change one since I've been working on them (1993). They are "on condition" as well. If you want additional information, contact your PMI at your local FSDO. I'm certain they can give you the exact reference.

Hi Andy, I don't even consider part 121 or 135 on this board. I'm not aware of too many Mooney's that would be part 135 and certainly not 121. So just sticking with what the majority are ( Part 91) the teflon hoses are on condition. No need to delve into the other parts when they don't apply.

In the Corporate jet world, hoses are on condition. We don't change them unless they are leaking, chaffed, etc. No 7 year requirement!

No life limit on Teflon hoses. I've had them on our F86 for years.

Being an A&P/IA, I do all of my maint. No traveling required and the work is done to my satisfaction.

Hi Byron, why don't you PM me and I'd be happy to continue our discussion. I'm not concerned whether you believe me or not. I've seen an engine failure going from W100 to 25/60. If you don't want to use the PM feature, my e-mail is sabremech@gmail.com. Thanks,

Byron, sorry that you don't agree. Have you run an engine to TBO using no additives? Have you run an engine to TBO using additives? What's your documented difference in wear characteristics between the two? Do you have the data that supports using additives will cost you less when it comes time for overhaul? I certainly don't as I haven't owned my airplane long enough to get to TBO. Your best maintenance is regular oil changes. As far as your question about engine damage from changing viscosities, absolutely I've seen an engine ruin itself and having to make an emergency landing before the engine seized. I don't expect that I'll change your mind on any of this, but that's not my point. My point was to the original poster, which was keep running what your running and you're less likely to have problems. I appreciate your references and have listened to many of Mike Busch's seminars. They're very informative and useful to those folks who don't have a maintenance background. Do I believe everything he promotes? No. With that said, thanks for your input. I hope we've given the original poster the information he was looking for.

I'd stick with the oil you've been running. If it's working and you don't have any issues, keep using it. Problems can arise when you start changing viscosities. I'm not a proponent of the additives either as there's no proof that I can see for myself to believe the marketing claims. Kind of like Chevron with Techron. What the heck is Techron? Probably not worth me buying their gas because they have a nifty marketing campaign. Just my .02 as an A&P/IA

I'd change the mounts. It's not that expensive and shimming is just a temporary fix. I did mine in September for the same reason. No issues with cowling rubs now. I think you can bypass the inspection of them since they're sagging and obviously need to be replaced due to the age. Just my .02

Hi Ray, The only thing I purchased from them was their Mooney buyers kit. I'd give them a try especially if they have the mods in stock. Seems like everyone else is holding back on producing parts for their STC's. Just my .02