takair

Ahh, ok….i guess there are a lot of questions out there…lol. I was wondering about the 59 kcas vs kias requirement, where folks were trying to determine if Mooney means that. I guess that’s for another thread.

I would consider sending the entire exhaust, including risers. The jigs are all a little different and I have not had the best of luck by piecemeeling the exhaust. Small misalignments accelerate cracking. At a minimum I would call in advance. Your mechanic can get eyes on things as it comes apart. Hard to say what’s going on in the various parts without pictures. Not uncommon to have repairs on the shroud, but it should still be set up such that inspections can be done under the shroud.

Hank Not to hijack this, but what was AOPAs answer on MOSAIC. Was there another thread? I had thought I read that their answer regarding Mooney was no answer.

https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_45-2E.pdf See table 2. Use caution just talking to the FSDO. Not all inspectors are familiar with the nuisances of markings. The antique experimental community suggests carrying the regulation and advisory material with you in case overzealous ramp checker grounds you. I went so far as to go with 3” NX number. It is quite the legal corner case. Also, consider where you will operate. If you intend to fly outside of the US, consider what they require, even if US registered.

There is an advisory circular I recently went through for the answer for my antique experimental. Let me see if I can find it.

Don. You might also have them check the stab rigging. There is a recent thread on the topic and a large number I. The fleet are finding this, especially after autopilot work. In the cases described, it was biased down, but no reason it can’t be up. I would have thought that even with full up trim it could be overcome if rigged properly. Perhaps wishful thinking that this was a certification standard. Anyway, easy enough to confirm it is not out of rig.

I know I replaced mine with off the shelf orings and have not had trouble. Since it’s pneumatic you don’t have to worry about fluid compatibility.

That’s pretty scary. Had a version of this happen recently in an J and has come across the bulletin as well. In our case it unlocked. Don….easy to Monday morning quarterback so not questioning just looking to learn….did you consider adding some bank to basically get the nose down and get some speed? Years ago I worked on an incident on a business jet where the crew had a similar event for different reasons (for which I had to find a solution which became an AD). They temporarily recovered by using variable bank angle. You obviously need some altitude and a plan B at some point. It is also not very intuitive but may buy some time. Might this have helped?

I will revise my absolute answer to NO. The actual requirement is here….. From FAR 43.3.d A person working under the supervision of a holder of a mechanic or repairman certificate may perform the maintenance, preventive maintenance, and alterations that his supervisor is authorized to perform, if the supervisor personally observes the work being done to the extent necessary to ensure that it is being done properly and if the supervisor is readily available, in person, for consultation. However, this paragraph does not authorize the performance of any inspection required by Part 91 or Part 125 of this chapter or any inspection performed after a major repair or alteration.

Yes…he was supposed to supervise….which means he is responsible for the work. How he insures that is up to him….watch as you go or look it over in the end….the A&P is responsible if he signed off the work.

This is sad news indeed. I met him once at a NJ Pilots get together. Very nice guy, great contributor, and he had a plane to drool over. Shocking.

Yes…correct. That would be step 2 in the process…. If none of this works out, then I may try for field approval or STC of my own closure…unless David says his cowl is ready :-)?

Anybody have a LASAR cowl closure kit for sale, with paperwork? LASAR has shown out of stock for some time now.

It depends on the shop. If the shop is an approved repair station, they may have few A&Ps or IAs, but the staff has various levels of skill as repairmen. They sign off work against the repair station and the shop is theoretically under the oversight of the FAA including routine audits. This includes the training records of the repairmen against the work they performed and sign off on a work order. Avionics shops and MROs fairly operate like this. They may have a staff of A&Ps and IAs to augment the repair station. The typical GA shop will have IA at the top of the food chain and A&Ps being groomed to be IAs. They may also have non A&Ps being groomed to be A&Ps. The IA is responsible for annual inspections and major alterations. He may sign off an annual with a list of discrepancies to be corrected by an A&P. A non A&Ps might do the work under the supervision of the A&P. In either case, the person signing the work is responsible for the work completed. They are responsible for supervising the non certified person and that means even hidden damage. There is a huge trust factor there. This is why some shops won’t do owner assist annuals. So, by regulation, an approved person is responsible for the work. Do things sneak through, yes. This is part of the reason the FAA tried to redefine “Supervision” as being present all of the time….. There was strong pushback from the industry, but we have to prove the FAA wrong on that.

Please IM me your email address and I will forward.

Well…that explains it the strange placement of the damage. I might suggest looking at the plug wires. My guess is they twisted a few twists beyond their intended twist tolerance. May function ok for a while, but may be stressed…. Not sure how I would actually test this…except to compare mush factor and stiffness compared to good ones…

Or..were they using a crows foot on an extension? They can be awkward and flail when they pop off…

Assuming it is on the TC, the. As others suggested, it’s liability. If your IA wants to take that on, then they can declare that prop as airworthy for the application. It happens with avionics and other stuff, but the risk might be less. It’s all risk tolerance. It’s like the question of major/minor. How much responsibility does an IA or mechanic want to take on.

I suspect my beer cans have some Mooney DNA.

Went a few years ago. Nice when the weather cooperates. As I recall, had to work some logistics with Ubers.

Have had vacuum pumps fail at about 500, all VMC. Generator partially failed at some point. Engine failure. Have had only partial on various airplanes. Significant because it scared me and forced me to land, but not catastrophic like forcing me to ditch. I deal a lot with the statistics of aircraft systems failure in my regular job. The FAA has surprisingly low criteria for engine failure, because the failure alone is not considered to be at the catastrophic level. They figure that the plane can still glide and stalls at a theoretically survivable landing speed, plus crash survivability. The primary flight data has higher integrity demands than the engine. Even there, it is backups that matter. Vacuum pumps will fail, but hopefully not at the same time the electrical system. Even electronic flight displays assume a backup, because of the statistical failure rate. Best bet is always dissimilar solutions. Vacuum AND electronic display are actually quite complementary, although I’ve not run the numbers.

More disappointment….i rigged the tail on a Piper Cub today.

Oh man. More compliments will go to my head and lead to disappointment. Now I always worry about letting Tyler down when he figures out I’m human. He was already seriously disappointed by my tractor….and dirty car. Thanks though!! Now to out Tyler…..he really is in New England, as he basically lives down the highway from me right here in CT. Even his plane resides in CT at the moment. Mostly for my convenience. Most modern day New Englanders generally consider New York to be the 14th Colony. Don’t try to look that up anywhere. Hell, we will even hang out with NJers and beyond. I know the NJ guys were kind enough to let me tag along to their events.

I’ve not specifically familiar with this actuator, but was thinking it is missing a spring or bumper. Sure enough, came across this on a salvage site.

Somehow, that really drives me crazy. Like a US flag that’s mad in China.