Shadrach

Wow, that is impressive. That OG sealant owes you nothing. I think hangared aircraft tend to do better because the top of the wing isn’t getting baked in the summer sun.

Is anyone else had problems replacing the seals on paramount brake cylinders with the LASAR o-ring kit? The O-ring for the plunger shaft appears to be larger than the original. It does not fit in the machined cutout on the cap. It does not squeeze into place, So the circlip that holds the whole thing together cannot be installed. The cotter pins are also oversize and must be deformed the trim to ensure they do not make contact with a cylinder wall. Will post picture soon.

Thanks for the explanation. The theory seems plausible with regard to recession. As a reason for the “big mixture pull” on the other hand, seems more myth than reality.

Can someone enlighten me as to the relationship between leaning and valve recession?

I’m pretty sure an insurance company can drop you or adjust your rates based on violations but I don’t think they can deny claims because the claim occurred while a violation was taking place (regardless of whether it was causal). If that were the case insurance would be fairly useless. Certainly that is how insurance works in other areas. It’s why collision insurance is so expensive for new drivers, especially young males. They don’t deny claims based on stupid and illegal behavior, but they will price the coverage based off the increased risk of loss from the higher rate of stupid and illegal behavior in that demo. If you have a prop strike and it turns out the plane is 3 months out of annual and and you have an expired medical, I’m 99% sure that claim gets paid. I am also 99% sure your rate increases substantially or you get dropped shortly thereafter.

What year is your plane?

Denying your request for a tach cable repair is absolutely moronic. There is not much else to say other than that everyone involved in that decision is an imbecile

The aircraft was airworthy if it was flying under a ferry permit. A ferry permit deems the aircraft capable of conducting safe flight under very specific conditions outlined in the permit. If the flight was conducted IAW an approved ferry permit, there is zero ground for denying the claim. The FSDO and a certified mechanic deemed the aircraft safe for the flight specified in the permit. The underwriter does not get to make up their own definition of airworthy. Mostly a moot point in this case as the incident appears to be a result of pilot error and not related to aircraft condition. If the incident was caused by fuel starvation, there may be more to the story. Fuel exhaustion is pretty clearly a “pilot ran it out of gas” situation. I think excluding ferry flights from a policy would do more harm than good. Do insurance companies deny claims if an incident occurs when the aircraft is out of annual? What about if the pilot is missed a flight review date by a few months? The ferry permit process incentivizes transparent behavior from all involved, it mitigates risk by involving a credentialed mechanic to assess the aircraft’s condition and ability to conduct the specific flight and is then reviewed and approved by the FSDO. If the insurance industry refused to ensure ferry flights, it would surely encourage less transparency and more risky behavior across the board.

Actually, I think you’re thinking is more likely. If I had a high silicon reading, I would check the alternate air door. The truth is that oil analysis isn’t super useful during break in.

My post was not meant to imply anything about you personally. Just pointing out that the community is sometimes quick to recommend a complete reseal when it’s not necessary. My opinion comes from my personal experience dealing with repairs, procedures and materials. The later post about people who embellish their maintenance costs had nothing to do with you whatsoever. I had a specific individual at my base in mind. He’s had the same paint job since 2012 But every time he mentions it, it gets more expensive. As an aside, it’s often the case that people want to replace rather than repair. When I had my crankcase crack back on 2010, the vast majority of pilots I spoke with about it suggested that my 900hr engine was best used as a core trade for a factory engine. I am glad I went my own way.

Priced almost identically when I replaced mine. I was initially shipped Cirrus discs by mistake when when I ordered discs for my plane in 2021. My invoice says the Cirrus discs were $99.05 in June of 2021, I think the Mooney discs were a few pennies more (that invoice is in my hangar). Part number is the same except for the 2 digit suffix. Mooney is J11968-14 Cirrus is J11968-10

Need to verify internal damage.It’s obvious in the pictures that there is some localized stress around a few rivets. It’s be good to see if there is internal damage to ribs or stringers. As @1980Mooney points out, replacing that skin is specialized work. The wing was built up in a jig. It has to conform to factory specs.

The cirrus nose gear discs are of identical dimensions but made with a softer compound.

@ptwffz Is the paint actually damaged or is that paint transfer from the beam? I have been amazed at what paintless dent repair professionals are able to do. I have seen miraculous results in both aluminum and steel.

Cando get it done attitude has its upsides. Unfortunately, the GA fatality rate was much higher then as well. The pendulum swings back and fourth over the right balance.

Also, avoid using metal on the access panels. At times I have had to use a metal putty knife to to get in between the mating surfaces but it will scratch the alclad. A thin 1.5” plastic putty knife is my tool of choice for separating access panels. You can periodically sand it to keep it sharp.

I have a few acquaintances that engage in that kind of foolishness. Some are guilty of over stating what the spend on maintenance items. They seem to derive a sense of superiority from it. I find that kind of behavior insufferable for the most part. I am dubious on the idea that hard landings cause tank leaks…unless the landing is so hard that plane is not reusable. Wings flex as a single unit. If they didn’t, there would be rivet smoke everywhere after flying in light chop. If sealant were so vulnerable to wing flex, those of us that fly east of the Mississippi in the summertime would be resealing every year from turbulence. I do think that wing flex might sometimes be the final straw in causing a problem area to reveal itself. That being said, I would never blame a leak on a landing or landing surface (I’ll happily land on grass if it’s in reasonable condition).

Very little guidance indeed. In the mid 60s my dad owned a C model. He snagged a guy-wire with one of the wings while taxing out to begin a multi-week XC. The mechanic on the field pulled the dent and removed the creases to the extent needed to bring the airfoil back into profile. He then shaped a sheet of 2024 over the wound and affixed it with blind rivets. By my father’s recollection it took lees than 2 hours and he was on his way just slightly behind schedule. He put ~20hrs on that temporary repair and noticed no adverse effects (though he might have in a stall). Plane was repaired after he returned with factory sheet metal. I’m pretty sure that no one would do a temporary repair like that today.

I use a file for the edge. The grinder is to round out a more ergonomic handle

When I bought mine for $99, spruce was selling them for $160.

$194?? Wow, that is nearly 100% increase in two years. They were $99 and change in 2021. Still that is $26 less than Spruce which adds up to a savings of nearly $300 for a set.

There were some minor changes over the years. e.g. the vintage birds originally came with a rebound dampener that was later deleted. The turn stops were improved at some point. All of that being said, the changes were minor and the parts are interchangeable. I installed an overhauled nose gear truss years ago. It was distinguishable from the original by the lack of a bolt boss for the rebound dampener. Lacking a place to affix the top of the rebound strut, I removed it (per a Mooney SI). Some of the very early birds had changes to the number of discs but I believe this was simply a disc change, not a change to the gear.

That is reasonable. Often the biggest challenge is integrating it into the old panel.

Are you under the impression that the gear design is somehow different? The only difference is that some of the vintage birds had the lighter, more robust and all around superior, manual gear system, fortunately the less desirable aspects of the newer birds does not carry all the way through to the suspension design.

You should be using non marring tools for sealant removal. I use a scroll saw to cut custom shaped tools from plexiglass then smooth an area for a hand grip on my grinder.