Annual Anxiety

[Shadrach]

I stopped having shops do maintenance for me years ago. You don't get the same quality of work you'd demand of yourself and you lose control of the parts sourcing. All you need is to find an IA who will supervise all your work and then follow up by verifying all the inspection. It's a good gig for the IA because he can make some money and not get greasy and you can ensure work is done right and open more possibility for parts sourcing. Rather than the one supplier used by the shop you can choose from Aircraft Spruce, Chief, some of the aircraft wrecking yards etc.

if I couldn't work on my plane is probably just sell it. Too many things to go wrong.

--Robert

We've had our share of $2500 inspections followed by $8000 worth of squawks. The last was a real douche bag. He charged me $500 to file a 337 and $600 to bring in an on site NDT specialist to do an (30 min) ECI on the prop hub. I offered to take the prop with me to my guy. "No, no, we're a full service shop, we'll take care of it here, we have a guy coming to do some other work anyway".

The problem with maintenance (including but not limited to aviation) is that you don't always get what you pay for. The more savvy you are on the subject the better your chances. The best way to get savvy is to get involved.

[1964-M20E]

Was working with my mechanic on my annual and we found something very interesting.  One of the belly inspection cover screws was making contact with the elevator control rod passing right above it.  Every time I moved the elevator I was machining some of my control tube off.

[carusoam]

John,

Any chance of a photo?

Was it just an unusual, long screw?

Best regards,

-a-

[Guest]

Was working with my mechanic on my annual and we found something very interesting.  One of the belly inspection cover screws was making contact with the elevator control rod passing right above it.  Every time I moved the elevator I was machining some of my control tube off.

There is a similar location in the wings, where too long a screw will contact and destroy the aileron push rod. I've replaced them before for this very reason.

If you consider the number of screws in a Mooney and if every one of them is 5 threads too long, the number of additions turns of a screwdriver to open and close the airplane during annual, assuming of course that your maintainer opens them all.

Clarence

[chrisk]

Well, I finally have my plane back.  Nothing major on the annual, but it was a little higher than usual.  I had the mags overhauled and that added $1500 to the bill.

[AndyFromCB]

So the only airworthy powerplant stuff was the alternator and the #4 cylinder, right?  Sounds like the other 5 cylinders and the prop were optional.

 

Doesn't sound to me like the prop was optional if the overhaulers stated needing a new hub. Possibly a disaster averted…Now I know that if you send a brand spanking new prop to an overhaul facility they would most likely find something wrong with it, but probably not the hub...

[1964-M20E]

John,

Any chance of a photo?

Was it just an unusual, long screw?

Best regards,

-a-

I'll get a photo tonight.

Yes too long of a screw and or poor location of the inspection cover by Mooney.  Move it  1/4" outboard and it would never be a problem.

I will keep in mind the ones in the wings.  The offending location will get a placard of some type hopefully to ensure that a long screw does not make it way in there again.

[mike_elliott]

There is a similar location in the wings, where too long a screw will contact and destroy the aileron push rod. I've replaced them before for this very reason.

If you consider the number of screws in a Mooney and if every one of them is 5 threads too long, the number of additions turns of a screwdriver to open and close the airplane during annual, assuming of course that your maintainer opens them all.

Clarence

On the vintage planes, the trim tube passes thru a support bulkhead for the radio rack in the fuselage, that can act like a lathe on the trim tube if an SB hasn't been done (or UHMW tape added to the Trim tube here) Often overlooked by IA's on inspection. 

[chrisk]

On the vintage planes, the trim tube passes thru a support bulkhead for the radio rack in the fuselage, that can act like a lathe on the trim tube if an SB hasn't been done (or UHMW tape added to the Trim tube here) Often overlooked by IA's on inspection. 

I don't know what you consider vintage, but my 1981 231 has a groove in the trim tube.  Apparently a bushing came off.  Dugosh found that at annual two years ago, and found soon enough that it is in limits.   I now look for that bushing every time I open the battery compartment (which is only a few times a year).

[Shadrach]

I'll get a photo tonight.

Yes too long of a screw and or poor location of the inspection cover by Mooney.  Move it  1/4" outboard and it would never be a problem.

I will keep in mind the ones in the wings.  The offending location will get a placard of some type hopefully to ensure that a long screw does not make it way in there again.

 

 

There is likely a reason that the access panel is where it is. The use of incorrect fasteners was one of the things that caused me to get involved in my own mx. Someone actually put a screw through the pilot's side fuselage skin when reattaching the interior plastic.  

 

Mooney's can be a pain to work on because there is a precise order in which thing must be done.   I was reminded of this just yesterday when I installed, removed and re-installed a new vacuum pump because the input tube fitting could not be threaded into the mounted pump because of it's proximity to the engine mount.  I am glad that I had not re installed the right mag before discovering my mistake. 

 

Some of this stuff is in the MM, and some of it's tribal knowledge (thank god for Moonespace).

 

The reason I avoid some large repair stations is because I know that more often than not the guy on his back removing and installing panels is the low man on the totem pole and likely knows the least about what he is doing.  A guy like that does not know he's putting a screw into a control rod, and neither will anyone else until it's discovered during some future inspection.

 I'm not saying that repair stations are like this, but many are.  

[DaV8or]

Lessen the anxiety by requesting an owner assist annual! Not only you get to know your bird better, you also get to see the work actually being done (parts / hours / quality) so you don't walk away pondering have you been over charged (not that I am suggesting a reputable guy like Don will rip you off)!

 

Provided that you are not a demanding, aggressive, arrogant PITA

 

 

Also, owner assisted annuals get done faster for three reasons-

1. You are helping, so the work gets done faster.
2. When problems surface, you are there to see it, understand it and make a decision on it. No delays for communications.
3. You're there everyday. They can't push your plane to the back and work on somebody else's plane.

I also highly recommend the owner assisted annual.

[DaV8or]

I stopped having shops do maintenance for me years ago. You don't get the same quality of work you'd demand of yourself and you lose control of the parts sourcing. All you need is to find an IA who will supervise all your work and then follow up by verifying all the inspection. It's a good gig for the IA because he can make some money and not get greasy and you can ensure work is done right and open more possibility for parts sourcing. Rather than the one supplier used by the shop you can choose from Aircraft Spruce, Chief, some of the aircraft wrecking yards etc.

if I couldn't work on my plane is probably just sell it. Too many things to go wrong.

--Robert

 

I have had IA's offer to sign off on my owner performed annual and I might do it if one of these guys was a true Mooney expert. Most of them are of the "Yeah I worked on a Mooney before." and "All these planes are pretty much the same." type. That means both me and the IA would be depending on the Mooney maintenance manual and I've read that thing. It's seriously lacking IMO. If my plane were fixed gear I'd probably go for it, but I really, really don't want a gear failure and it seems every year, that system needs tweaking and adjusting.

 

I do my owner assist annuals at LASAR and it does save me a tiny amount of money and it makes it faster, but they are not cheap hourly. They do let me source the needed parts from where ever I want. The biggest downside is when a problem is discovered that has to be fixed and it's something I could handle myself with an IA sign off in the comfort of my own hangar, I have to pay them to do it to be able to go home.

 

If I could find the right IA, I would love to do my annuals in my own hangar.

[mike_elliott]

I don't know what you consider vintage, but my 1981 231 has a groove in the trim tube.  Apparently a bushing came off.  Dugosh found that at annual two years ago, and found soon enough that it is in limits.   I now look for that bushing every time I open the battery compartment (which is only a few times a year).

Yours actually had a bushing! In the earlier years, there was a piece of protective plastic on a hole in the bulkhead, not a delrin or phenolic bushing. The trim tube just wallers around in it, eventually wearing a deep grove in them vs yours, where the bushing acts like a bearing (unless it comes off ). Mine was a 70 F model.  

[Shadrach]

Yours actually had a bushing! In the earlier years, there was a piece of protective plastic on a hole in the bulkhead, not a delrin or phenolic bushing. The trim tube just wallers around in it, eventually wearing a deep grove in them vs yours, where the bushing acts like a bearing (unless it comes off ). Mine was a 70 F model.  

 

I have a 67F and I'm pretty sure mine has phenolic.  Do you have a pic?  I am curious.

[mike_elliott]

I have a 67F and I'm pretty sure mine has phenolic.  Do you have a pic?  I am curious.

Not any more, as I sold my aluminum mistress last Nov. Imagine a hole in a sheet of aluminum with a plastic ring on the edge to protect the edge, maybe a tenth of an inch thick for and aft. The newer style has an actual bearing of sorts with a much bigger bearing surface for the trim tube to ride on. 

[atn_pilot]

if I couldn't work on my plane is probably just sell it.

If I had to work on my plane, I'd probably just sell it.

[Guest]

On the vintage planes, the trim tube passes thru a support bulkhead for the radio rack in the fuselage, that can act like a lathe on the trim tube if an SB hasn't been done (or UHMW tape added to the Trim tube here) Often overlooked by IA's on inspection.

I've replaced a few of those over the years as well. I keep a few around as training aids for new hires out of school.

Clarence

[Guest]

Also, owner assisted annuals get done faster for three reasons-

• You are helping, so the work gets done faster.
• When problems surface, you are there to see it, understand it and make a decision on it. No delays for communications.
• You're there everyday. They can't push your plane to the back and work on somebody else's plane.

I also highly recommend the owner assisted annual.

Dave I'm not sure I can agree with #1, answering owner or apprentice questions or showing them what needs to be done slows me down.

Happy to have the owner turn the screws, but most most can't do the safety wire on a suction screen on a 4 cylinder Lycoming as an example.

Clarence

[mike_elliott]

Dave I'm not sure I can agree with #1, answering owner or apprentice questions or showing them what needs to be done slows me down.

Happy to have the owner turn the screws, but most most can't do the safety wire on a suction screen on a 4 cylinder Lycoming as an example.

Clarence

Heck, most A&Ps cant either, that's why they don't inspect it at each oil change because its a b%tch, so it gets avoided. It took me about 2 hrs the first time I did it, but I got better and better.  

[Sabremech]

Anxiety? I have no anxiety as my airplane is getting an annual all the time. Sometimes being an A&P/IA has it's drawbacks!!

 David

[DaV8or]

Anxiety? I have no anxiety as my airplane is getting an annual all the time. Sometimes being an A&P/IA has it's drawbacks!!

 David

 

Now I see the real purpose of the cowl project! So you can avoid looking at the rest of it for a while!

[MB65E]

Haha... It doesn't leak, break , or ware out in the hangar. Guys at the airport make fun of me. They say, "hey it's an airplane, you supposed to fly it not work on it"

But, yes other things magically quit working etc...

More cowl pix David!!

-Matt

[1964-M20E]

My personal bitch is the vacuum pump garter filter. What a pain in the neck (literally!) to get to. My mechanic makes me do it while he gleefully supervises while turning the nut in front of the firewall.

Jim

Well I gleefully turned the nut while the IA was under the dash changing the filter.  The first year I tried to do it without loosening the nut not pleasant.  

[bonal]

Just got off the phone and found out the bill  not at all happy every thing was fine until it was decided my trim jack screw was too sloppy I don't agree it was and I KNOW there was no play in the tail the day I brought it in.  I think there is true value in doing the assist in that you are there to see things first hand but I doubt it saves much money even though I put in 4 days of solid work. I will see how much that stupid jack screw screwed me. OH well F... Me

[Marauder]

Once you accept the reality that your wallet is actually your mechanic's, you will be fine

That is why I love working with my mechanic. We talk throughout the process and I am the one that usually says "let's replace it" when he says "it will be good for another year".

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