kortopates

Mine is almost done, but: All counter weights on all control surfaces except for the top rudder weight Dual puck brakes are part of it along with inner and mid gear doors - this includes changing out the master cylinders and some connecting hardware. The brakes are the big part of the job since it pretty much replaces entire brake system and also requires new spindles for the beefier brake torque plates to mount to the spindle. in addition to the prop governor, it needs a re-configured controller to increase the MAP 36" to 39" and re-configured Fuel Pump to increase the scheduled Fuel flow. -- the part about a 231 beating a 252 is purely marketing propaganda by Merlyn and nothing more; since its the other way around

Not sure I understand - When your medical expires no longer have a medical to exercise the privileges of your pilot cert and ratings that require a medical e.g., being PIC, till you get a new one. But you don't have to wait till your current one expires before you get a new BasicMed or new Medical. BasicMed is just alternative medical cert that you need to act as PIC in lieu of a regular medical. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_68-1.pdf

Not the parts list, but this picture shows the hole is covered. But the cover does not make an air tight seal, air still bleeds out.

From memory, that all looks normal to me for pressurized slicks. The JPI RPM sensor does not change the original slick hardware - it just adds the washer and sensor underneath the original screw in cover. You can and should verify the correct hardware in L-1363

Personally, I think the contract is way over regulated. It brings into question as to whether the insurance policy is covering the renters. Of course legally it is, yet why the contract contains so many listed restrictions which the insurance company does not care about just leaves me with the impression that after the insurance company settles a claim with the owner and if the owner is not entirely satisfied with the result they may simply go after the rental pilot using one of the many provisions in the contract. Meaning a renter is going to need additional insurance for the additional risk the owner may be trying to protect themselves from the renter - no thanks. Further, the lack of mutual respect shown for rental pilots time in scheduling, and many of the superfluous restrictions including needing owner permission to schedule an overnight trip and further restrictions on local airports (big bear, catalina etc) when this is not a flight school are all a bit over the top IMO. It all reads to me like an owner wanting to subsidize their airplane ownership experience but without any inconvenience in the process. But I am no doubt jaded after belonging to the most successful and largest non-profit flying club for many years with a very large fleet of aircraft. In contrast, the members rules or bylaws are only 2 pages of text compared to your 6. Members are able to make up to 5 reservations for scheduling aircraft at a time and despite a lot of training usage (with the trainers) there is only a 1 hour daily minimum for renters taking the aircraft out of town. The owner leases their aircraft to the club at a fair yet very competitive rate (there are over 30 aircraft across 4 neighboring airports) but the owners get no special privileges - i.e. they can't bump another members scheduling of the aircraft. I can add Members view any aircraft relationship as an investment of their time and money. All the same models of planes have different equipment installed and have their own idiosyncrasies. Therefore, renters shy away from owners that are not constantly keeping up on squawks and maintenance. There are plenty of things the owners don't like too, such as being hard on the battery by running the radios before startup to save on the hobbs, overdoing the brakes on short field landings and spotting a tire etc. These are not unknowns at all but purposely being left out of the bylaws because they can't effectively be regulated in the bylaws. So owners factor these cost into their rental rates. Just try to equitably enforce a rule about flat spotting a tire - the reality is the person doing it will likely not fess up even they even noticed it (they usually don't) and then it goes unnoticed for a number of flights. The club looses plenty of members from much more serious issues that should cause member terminations, but an accidental flat spotting of a tire, re-fueling policies and bumping rental schedules should not necessarily be ones to cause members to leave. Its far easier to rent at a wet rate than a dry rate. Yes a dry rate enables renters to choose to fly a bit more economically by being more careful about choosing the airports they visit and take on fuel but the hassle in a dry refueling policy is typically too much for all involved. Wet rates keep it simple. No question one can't write by laws or a contract to cover every contingency. But it is not executed with mutual respect for all parties it seems it serve more as point of friction than simply delineating the really important issues. Just my opinion from years of experience of flying with the most successful flying club in the country.

Its an Ovation From the article: "The plane was headed back to Chilliwack when it requested to land in Victoria, becase [sic] the pilot had concerns about the landing gear." That sounds like a misquote, as we would not expect a pilot to make an emergency descent for landing, if that's what that was, or take any extra-ordinary measures, to get down quickly because of concerns for the landing gear. Yet descent rate was at 3K/min, on and off for most of a minute.

Except for reading runway damage above, looking at the prop I wondered if it was a power off landing and the pilot miss-judged it in the dark or twilight.

Very cool experience and very cool of you! Sent from my iPhone using Tapatalk

Did the FD work fine before the Aspen install? And where are the FD bars you are referring too - on the Aspen or your old BK AI 208? But no, never even heard of such behavior. Sent from my iPhone using Tapatalk

Yes, it's a fundamental difference between Continental powerplants and Lycoming. Although Continental is starting to call for non-emergency use of the boost pumps in its latest installations like the M20 TN. Sent from my iPhone using Tapatalk

Andy summed it up quite well, mechanics (A&P's and A&P's with IA's) can do everything except for Major Repairs and Major Alterations to Propellers and any form of Repair or Alteration to Instruments. Only a authorized Repairman at a Licensed Repair station can do the latter. There are differences in documentation too. Primarily a Repair station doesn't need to put the details of work done in your log books but can reference their work order for the details unlike a mechanic, plus the repair station has to maintain those records for a period of time. With respect to mechanics, the IA adds the the privileges for performing an Annual inspection and for returning to service a Major Repair or Major Alteration. An A&P can do the actual major alteration or major repair but its takes a IA to sign it off on a 337. Plus the IA can not delegate or supervise the Annual Inspection- the inspection must be done by the IA and not just supervised. Yet the A&P can complete and return to service a 100 hr inspection for those fly for hire ops requiring it. At a repair station, though, a licensed repairman many be performing annual inspections that do not have IA's following the documented procedures of the Repair Station. Then their are some nuances about some special authorizations for Canadian rated mechanics to perform the same work as a rated US A&P, but I recall not annual inspections.

Yes, if it is dripping any fuel out of the drain the seals have gone bad and the pump needs overhauling.

Looks like your Weldon aux fuel pump. The model info will be on the pump if you remove it.

http://www.kathrynsreport.com/2017/05/accident-occurred-may-09-2017-in.html

You really need the down load capability to properly analyze. But what you would do, after an hour of flying when you start to experience the roughness, Lean the engine to LOP, if you were cruising ROP, aiming for about 50 LOP if you can, then do an inflight mag test. You really need an autopilot or another pilot on board to do this. Put the unit in to Normalize mode (I don't recall if the 602 supports this, if not proceed without it) so that all the EGTs are even at 50% height. Then switch from both to a single Mag and look for a steady rise on each EGT for about 30 sec at least. If you see one that does not go up, expect to see that one go down on the other mag indicating only 1 plug is firing in that cyl. If you see one EGT go up and down erratically that is a problem too indicative of the plug missing. Denote the mag position and cyl # of any anomaly. Switch back to both for 30 sec to allow EGT to stabilize before switching to the other mag. If you see a couple spark plugs missing pull them to inspect both the plug and the wire and check the plugs internal resistance; discarding any with 5K ohms or more resistance. Or if you happen to see all the EGTs on a mag become erratic then its a Mag issue and the mag should be pulled and IRAN's. We can also tell if you have split timing between the mags, but that can only be seen if you are able to download the data and look at then. I only focused on ignition, only because this is more common based on the symptoms to date and therefore I would start there. For example coils sometime fail only when they get hot after a while in cruise. But we really don't yet know if its an ignition issue.

Of course you are so right! Too many people just don't realize how important they are; primarily because they just don't yet understand how to use them.

Is there a smarter way before turning wrenches that isn't data driven? After an hour inflight when the roughness returns, a LOP mag test should show the problem very well and eliminate the guess work.

True, but this isn't the stater solenoid on lycoming starters that engaged the starter gear into the flywheel but a starter relay that provides power to the starter when ignition key is pushed in. The annunciator in the cockpit should be helping to diagnose if the starter relay is a possibility. When the starter is engaged with key, the starter annunciator lights up. If it's still lit with the key pushed in yet the starter isn't making any noise and not turning you know the starter circuit is still energized. The converse isn't true though I.e. If the light goes out and the starter stops since it could mean too big of a voltage drop. Which is why you should start with a charged battery and then a voltage meter at the starter. Sent from my iPhone using Tapatalk

There is no solenoid on Continental starters. Continental uses an entirely different design that uses a starter adapter in lieu of the solenoid function. I agree with starting with the battery. Sent from my iPhone using Tapatalk

If it was me, I would download the data to see if it's a bad probe and if there was any uncertainty in that I would borescsope the cylinder in an abundance of caution before further flight. 520F is way over redline. Sent from my iPhone using Tapatalk

Spruce also ships their battery's at no cost and the difference in price is negligible. Go with the closest for fastest shipping if shipping time is important. Sent from my iPhone using Tapatalk

Much of this discussion on LOP ops leaves out that the ignition system is just as important as a descent GAMI spread of 0.5 GPH or less. Without both you're engine won't run LOP smoothly.

If the plane is totaled you'll get the insured hull value; that has nothing to do with time or hours on the engine or any other component. If its repairable and the plane came down from reasons nothing to do with the engine, like fuel starvation, then I wouldn't expect any help on OH'ing engine and to expect that to be considered all betterment; similar for the prop. At most you might get a tear down inspection covered.

The new/current orange label cards sell for $210, or $255 with the required orange label G2 USB adapter. The older silver G2 adapter only supports the older silver data cards. Of course the current documentation is free in digital form on the internet, including the simulator and FDE s/w.

Small point, but there is no such think as a automatic wategate on the 231 unless its a 262 conversion with an -MB engine. A pneumatic wastegate is a far cry from an automatic wategate like you had in your Bravo and perhaps others. But otherwise you are making very excellent points about the utility of turbo for a Vegas based plane; especially during the hot summer when a 200HP NA bird will have a very anemic climb rate. Add in some midday turbulence and its gets painful. With lots of time in the Arrow, I would especially drop that aircraft if I lived there for summer time ops. The airplane is a real dog with any DA. Just look in the POH for its gear down ceiling limit to get an idea.