Annual time

[bonal]

Well I don't know all the facts yet but when I get my logs back I will look for the install on the GPS and see if there is a story there. First things first get another antenna and install it and connect to com 2 hopefully the cable is still in the airplane. Should be interesting.

[Marauder]

The description of the carb from Lycon it was in bad shape the fact that it decided to show it self at the start of the annual is very fortunate indeed. Also we checked out the #2 comm to see why it was not working and the radio is fine and this is funny cause it was there for all to see it had no antenna. DUHHH. the antenna that I thought was for com 2 is my ELT seems when they installed the GPS they put the GPS antenna in its place. so now I have a new task. fun fun fun!

When I had my GPS and Aspens installed, the installer played musical antennae with my plane. My Com 1 antennae ended up going from the top to the bottom of the plane and became a bent wire gizmo, the ELT was moved forward and the new dual AHRS/GPS for the Aspen and the Garmin GPS antennae were installed.

[carusoam]

There are some new antennae that cover the GPS and Com functions.

This may be helpful or something to think about.

Somebody had posted pages from the catalog a while ago. (Byron???)

Best regards,

-a-

[bonal]

OK Marauder I got the bill and it stung a bit are you ready to compare numbers. I'm real curious what the rest of you are paying for your annuals. I would think that the modern big motor normalized guys are in for big dollars every year. Hopefully next year I won't need any big ticket parts. I need to fly more hours to lower that cost per hour factor. Can't wait to get it up there to see how that rebuilt air box works out we figure that I have been running with a good bit of carb heat all the time even though I did see an acceptable drop on carb heat during run up. Bottom line I Hate Annuals!

[Marauder]

OK Marauder I got the bill and it stung a bit are you ready to compare numbers. I'm real curious what the rest of you are paying for your annuals. I would think that the modern big motor normalized guys are in for big dollars every year. Hopefully next year I won't need any big ticket parts. I need to fly more hours to lower that cost per hour factor. Can't wait to get it up there to see how that rebuilt air box works out we figure that I have been running with a good bit of carb heat all the time even though I did see an acceptable drop on carb heat during run up. Bottom line I Hate Annuals!

I just picked up a voicemail from my mechanic saying the plane is done. If he is true to form, I probably won't see the bill for a couple of weeks. But when I get it, I will compare notes with you.

I'm expecting some additional cost for the AoA indicator installation, a fuel transducer and a number of small clean up items (new hinge on the oil access door, removing & painting of the rear elevator/rudder hardware and an oil leak).

[bonal]

Test flight not a happy camper. Had a fouled plug on run up and it seemed to clear up a bit after a 2000rpm run since this has happened before and after flight would always be perfect after landing I decided to go ahead. Flight was perfect and checked all the numbers and all was good. One thing I noticed was a much lower EGT temp on climb out and I'm thinking its because of the rebuilt air box. In cruise it felt real strong and I saw an increase in air speed of about 5 knots above what I'm used to. Any way as soon as I pulled of the runway I did a mag check and was still rough on the same mag. I will un cowl it tomorrow to have a look see. I hate annuals!

[jetdriven]

Likely your cool EGT on climb is the result of the economizer circuit opening in the carb. Despite its name, it's actually a separate jet that gives additional fuel that's only open when the throttle reaches its full open position.

[bonal]

Well they did replace the carburetor and Lycon said the old one was shot so that makes sense. Now I have to figure out what is wrong with the right mag check but I figure I'm just going to bring it back to the shop since they just did the annual. Really wanted to get up today. Nuts!

[Marauder]

Test flight not a happy camper. Had a fouled plug on run up and it seemed to clear up a bit after a 2000rpm run since this has happened before and after flight would always be perfect after landing I decided to go ahead. Flight was perfect and checked all the numbers and all was good. One thing I noticed was a much lower EGT temp on climb out and I'm thinking its because of the rebuilt air box. In cruise it felt real strong and I saw an increase in air speed of about 5 knots above what I'm used to. Any way as soon as I pulled of the runway I did a mag check and was still rough on the same mag. I will un cowl it tomorrow to have a look see. I hate annuals!

 

Sorry to hear the troubles. Post annual first flights can sometimes be interesting. I picked my plane up last night and everything looks great. I had the AOA installed but didn't have time to calibrate it. I will post some pictures of the installation. The indicator was mounted on the glare shield temporarily until I have my left panel redone later this year or next year. Every year I ask the mechanic to stay ahead of corrosion. This year it was the elevator and rudder horns. Also had him pull the rear seats and everything looks great.

 

The rest of the annual was the usual nagging list of squawks that come up during the year.  

[bonal]

This is only my 6th annual 4 for the 150 and 2 on the mooney and out of those only one was good to go after the work. I'm going to try to clear it again today and if no good back to the shop. It seems that you bring in a great running airplane and get back one that needs fixed. Not to mention how much it costs. I'm sure the guys at LASAR will take care of it I just hope it's not going to cost more of my hard earned savings.

[Marauder]

This is only my 6th annual 4 for the 150 and 2 on the mooney and out of those only one was good to go after the work. I'm going to try to clear it again today and if no good back to the shop. It seems that you bring in a great running airplane and get back one that needs fixed. Not to mention how much it costs. I'm sure the guys at LASAR will take care of it I just hope it's not going to cost more of my hard earned savings.

 

Not sure if it was the same mechanic on all 6 annuals, but if it is, you may want to consider another mechanic. In the 23 years I have owned my Mooney, I have had 4 mechanics do the annuals. The first two years were different mechanics because of the problems you mention. The third mechanic was decent and let me do owner assisted annuals.

 

For the last 16 annuals, I have used the same mechanic and trust him completely. We share the same philosophy. If it ain't right, fix it. If ain't broke, don't break it. Worked well for me. After a while you begin getting ahead of the maintenance curve and start doing pro-active things that will eventually need to be addressed.

[bonal]

No 2 different shops for the 2 airplanes and the mech I work with on the mooney really knows how to work on these airplanes and they let me do the assist so I see almost the entire process when I did the first test flight there was no problem. I'm sure we will figure it out I just need to be patient and chalk it up to one of the 3 F's and the joy of ownership.

[DaV8or]

This is only my 6th annual 4 for the 150 and 2 on the mooney and out of those only one was good to go after the work. I'm going to try to clear it again today and if no good back to the shop. It seems that you bring in a great running airplane and get back one that needs fixed. Not to mention how much it costs. I'm sure the guys at LASAR will take care of it I just hope it's not going to cost more of my hard earned savings.

 

I have the same experience so far as well. Come in thinking everything is pretty much OK. A list of squawks and things you know are coming, but there always seems to be a little surprise. I do owner assist too, so I'm right there at moment of discovery. I've worked around engines and machinery since 4 years old, so I know a thing or two and I know when a mechanic is swindling. So far, I haven't seen anything that I can refute, or call shenanigans on.

 

I chalk it up to operating 40-50 year old machinery. My experience with vintage cars backs this up. When I was first flying and dreaming about ownership, the wisdom I read back in the day was, don't buy anything older than 20 years old. Sage advice, however fast forward to today and the only hope of aircraft ownership for a whole load of us is those bad apples from four decades ago.

 

For better or worse, some of us are custodians of on going maintenance projects.

[63C]

 

 

 We share the same philosophy. If it ain't right, fix it. If ain't broke, don't break it. Worked well for me.

 

X2

[bonal]

Finally, rough running mag was found to be a plug that just quit firing. Short test flight and seems all is well hopefully next year will be more routine. I am trying to be a good custodian of this fine 50 year old craft. Have replaced many items since I took ownership and even though it's a hard pill to swallow it makes me feel good to make these improvements and knowing I am doing all that I can to have a safe aircraft. And on a plus new carb rebuilt air box and landing light cover = 5 knots faster.