After Annual ...

[[email protected]]

Finally picking up my airplane tomorrow after a 2-month annual. Just
bought it in April. It is a '61, and despite logbook entries that SAY
annuals have been done every year, it was pretty clear the majority of
stuff under the cowl hadn't been touched in a LONG time. Picking it up
tomorrow. Along with the usual, thorough preflight routine, I plan to do
one or two landings at that airport, come back, shut down and have
another look at everything before leaving to bring the airplane to my
home airport.

Have a few hundred more hours to go before a major engine overhaul, but
just about every part was taken out, scrutinized, cleaned, overhauled,
and replaced. Any tips/advice on that first test flight after that kind
of maintenance, other than the obvious?

[Jay Honeck]

> Have a few hundred more hours to go before a major engine overhaul, but
> just about every part was taken out, scrutinized, cleaned, overhauled,
> and replaced. Any tips/advice on that first test flight after that kind
> of maintenance, other than the obvious?

What type of airplane?
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

[[email protected]]

"Jay Honeck" > wrote:
> What type of airplane?

1961 Morrisey/Shinn (later manufactured as Vargas) 2150-A.

[N93332]

> wrote in message
...
> Any tips/advice on that first test flight after that kind
> of maintenance, other than the obvious?

Take the inspector/mechanic on the 1st 'test' flight. (S)he shouldn't
hesitate even at the offer...

[Peter Duniho]

"N93332" > wrote in message
...
> Take the inspector/mechanic on the 1st 'test' flight. (S)he shouldn't
> hesitate even at the offer...

While I agree that the IA ought to be willing to ride in the airplane they
just inspected, they may still hesitate to ride in the plane with the owner.
Not speaking of anyone in particular, of course, but there are certainly
pilots out there with whom a sane mechanic would want to avoid flying with
at all costs.

Now, if that mechanic refuses to ride in the airplane even with a pilot of
their choosing, that's definitely a warning sign.

Pete

[N93332]

"Peter Duniho" > wrote in message
...
> "N93332" > wrote in message
> ...
>> Take the inspector/mechanic on the 1st 'test' flight. (S)he shouldn't
>> hesitate even at the offer...
>
> Now, if that mechanic refuses to ride in the airplane even with a pilot of
> their choosing, that's definitely a warning sign.

The 2 different mechanics that I have taken my plane for annuals are both
pilots. The 1st annual (pre-purchase inspection) mechanic was also a CFI and
gave me the checkout in the plane for insurance purposes after the
inspection. When I take my plane in for annual, I give him permission to
'test fly' it when he's done; he usually does...

-Greg B.

[Peter Duniho]

"N93332" > wrote in message
...
> The 2 different mechanics that I have taken my plane for annuals are both
> pilots. The 1st annual (pre-purchase inspection) mechanic was also a CFI
> and gave me the checkout in the plane for insurance purposes after the
> inspection. When I take my plane in for annual, I give him permission to
> 'test fly' it when he's done; he usually does...

That's all very wonderful.

Still, there are perfectly valid reasons unrelated to the maintenance for a
mechanic to "hesitate even at the offer".

[Mortimer Schnerd, RN]

Peter Duniho wrote:
> Now, if that mechanic refuses to ride in the airplane even with a pilot of
> their choosing, that's definitely a warning sign.


My second plane crash was immediately after an engine change. There was a lot
of tension in the maintenance hangar due to the IA's bad temper. No doubt as a
direct result, somebody neglected to tighten the oil line from the engine to the
oil cooler (part of the airframe on the Piper Lance). The oil line shook loose
on or shortly after take off and I came down shortly after that.

I ain't too keen on test flying any more.

You might consider doing a series of aborted take offs to give the engine some
full throttle time without actually getting into the air, then pull the cowl off
and take a *good* look around. I wish to hell I had.



--
Mortimer Schnerd, RN

[John Clear]

In article >,
Mortimer Schnerd, RN > wrote:
>
>My second plane crash was immediately after an engine change. There was a lot
[...]
>I ain't too keen on test flying any more.

A friend of mine does the first flight after annual on his Arrow
in full nomex with a helmet. He is also known for being militant
about safety (CFII, FAA Safety Counselor, he's in CAP and gets in
trouble with the 'sweep it under the rug' crowd all the time).

I don't know if I'd take to the extremes he does, but statistically,
the first flight after annual or maintenance is a high risk flight.

John
--
John Clear - http://www.clear-prop.org/

[Darrel Toepfer]

wrote:
> "Jay Honeck" > wrote:
>
>>What type of airplane?
>
> 1961 Morrisey/Shinn (later manufactured as Vargas) 2150-A.

http://www.aerofiles.com/morrisy-2150.jpg

[Marco Leon]

There was a very good article in Aviation Safety magazine's July 2005 issue.
Here's the checklist they had in a sidebar but you should subscribe and/or
get a copy of the article. Pretty much a regular checklist (at least like
mine) with a couple more items.

Test-Flight Checklist
In addition to spending some time with the paperwork checklist on the
previous page, once you get ready to test-fly the airplane, you'll want to
conduct a very thorough inspection. The checklist below is adapted from one
I created for picking up a Baron from a paint and interior shop, with some
additional work done during the downtime. Use it as a template for writing
your own post-maintenance checklists.

Before Take-Off
.. With master switch on, check electric gyro erection.
.. With any smoke or burning odor, shut off master and investigate.
.. Proceed to avionics master, repeat.
.. Execute normal start and note any discrepancies.
.. Check engine, electrical and pneumatic indications after starting.
.. Free and correct movement of the flight controls.
.. Correct movement of the fuel selector valves.
.. Proper operation of fl aps, brakes and nosewheel steering.
.. Free, proper and unrestricted movement of the trim in all axes.
.. All switches on the pilot's control yoke.
.. Operation of all anti- and deicing equipment.
.. All electrical equipment and avionics.
.. Lack of "noise" on a Stormscope/Strike Finder, if present.
.. All circuit breakers remain "in."
.. Verify proper engine oil and temperatures before takeoff .

Test Flying
.. All engines must develop full power for takeoff .
.. Takeoff performance must be as predicted/per POH.
.. Check all engine operating indications, especially temperatures.
.. Electrical and avionics operation.
.. Operation of landing gear, wing fl aps and cowl fl aps.
.. Correct autopilot and trim operation.
.. If possible, proper operation of the weather radar/Stormscope.
.. If possible, fly an ILS to test glideslope reception.
.. Note any GPS anomalies/discrepancies.
.. Ask ATC to verify transponder and Mode C operation.
.. Correct "feel"-does the aircraft properly respond?

Post-Flight Checks
.. Investigate any squawks resulting from the acceptance fl ight.
.. Fully open engine cowlings for leak inspection.
.. Check for any loose fairings, inspection covers.
.. Any other operational or business items.



> wrote in message
...
> Finally picking up my airplane tomorrow after a 2-month annual. Just
> bought it in April. It is a '61, and despite logbook entries that SAY
> annuals have been done every year, it was pretty clear the majority of
> stuff under the cowl hadn't been touched in a LONG time. Picking it up
> tomorrow. Along with the usual, thorough preflight routine, I plan to do
> one or two landings at that airport, come back, shut down and have
> another look at everything before leaving to bring the airplane to my
> home airport.
>
> Have a few hundred more hours to go before a major engine overhaul, but
> just about every part was taken out, scrutinized, cleaned, overhauled,
> and replaced. Any tips/advice on that first test flight after that kind
> of maintenance, other than the obvious?



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[OtisWinslow]

"John Clear" > wrote in message
...
>
> A friend of mine does the first flight after annual on his Arrow
> in full nomex with a helmet. > John
> --
> John Clear - http://www.clear-prop.org/
>

This guy is a little off if you ask me.

[Newps]

OtisWinslow wrote:
> "John Clear" > wrote in message
> ...
>
>>A friend of mine does the first flight after annual on his Arrow
>>in full nomex with a helmet. > John
>>--
>>John Clear - http://www.clear-prop.org/
>>
>
>
> This guy is a little off if you ask me.




A little? I mean really, an Arrow for Christs sake.

[John Clear]

In article >,
Newps > wrote:
>
>OtisWinslow wrote:
>> "John Clear" > wrote in message
>> ...
>>
>>>A friend of mine does the first flight after annual on his Arrow
>>>in full nomex with a helmet.
>>
>> This guy is a little off if you ask me.
>
>A little? I mean really, an Arrow for Christs sake.

Like I said in the part that got snipped, this guy is a bit militant
about safety. And yes, he is just a little bit off, but I have no
problem flying with him. The point of my post, and him wearing
nomex, is that the first flight after maintenance has a bit more
unknowns then your average flight.

Just so you don't think my friend is a tin-foil hat type, he has
done alot of work on getting the word out about mountain wave (just
don't ask him about the Julian VOR[1]) and also calculated the best
way to do the 'impossible turn', went out and verified the calculations
at altitude, and then did it for real with a video camera mounted
in the back seat. The take off clearance was 'cleared for take
off 25 Right, cleared to land 7 Left'. The video is pretty
impressive.

John
[1] Do an NTSB search on 'Julian, CA' if you are curious. Not all
are mountain wave related, but many list 'loss of control for
undetermined reasons' in the probable cause section.
--
John Clear - http://www.clear-prop.org/

[Dale]

In article >,
Newps > wrote:


> A little? I mean really, an Arrow for Christs sake.

Fire is fire, be it in an Arrow or Eagle. Head injuries are very
unforgiving regardless of the cause. Why not use the protection if it's
available?

I wear nomex for most of my flying, and would wear a helmet if I had one
available.

I've had the unfortunate experience of taking broken and burned bodies
out of aircraft crashes.

--
Dale L. Falk

There is nothing - absolutely nothing - half so much worth doing
as simply messing around with airplanes.

http://home.gci.net/~sncdfalk/flying.html

[Sylvain]

John Clear wrote:
>
> Just so you don't think my friend is a tin-foil hat type, he has
> done alot of work on getting the word out about mountain wave (just
> don't ask him about the Julian VOR[1]) and also calculated the best
> way to do the 'impossible turn', went out and verified the calculations
> at altitude, and then did it for real with a video camera mounted
> in the back seat. The take off clearance was 'cleared for take
> off 25 Right, cleared to land 7 Left'. The video is pretty
> impressive.

I saw that video! took place in Livermore, right? also attended
this guy's presentation about the impossible turn, very well
worth our time, don't miss it if he gives it in your neighborhood.

--Sylvain

[RST Engineering]

Coming home to San Diego (SEE) from El Centro (IPL) one day, I got to 19,500
over JLI -- in a C-170. I had the sucker at flight idle, yellow-arced and
going like dammity hell, and STILL going up.

(I hope the statute of limitations has expired after 30 years.)

Jim


>> Just so you don't think my friend is a tin-foil hat type, he has
>> done alot of work on getting the word out about mountain wave (just
>> don't ask him about the Julian VOR[1])

[Scott Migaldi]

OtisWinslow wrote:
> "John Clear" > wrote in message
> ...
>
>>A friend of mine does the first flight after annual on his Arrow
>>in full nomex with a helmet. > John
>>--
>>John Clear - http://www.clear-prop.org/
>>
>
>
> This guy is a little off if you ask me.
>
>
What does that say about helicopter pilots who alwys seem to be wearing
nomex and helemnts? Do they actually think that the helmet will save
their head if they run into the rotors?

just kidding of course ;-)

--
--------------------
Scott F. Migaldi
CP-ASEL-IA
N8116B

PADI MI-150972
Join the PADI Instructor Yahoo Group
http://groups.yahoo.com/group/PADI-Instructors/

--------------------

[John Clear]

In article >,
Sylvain > wrote:
>John Clear wrote:
[...]
>> way to do the 'impossible turn', went out and verified the calculations
>> at altitude, and then did it for real with a video camera mounted
>> in the back seat. The take off clearance was 'cleared for take
>> off 25 Right, cleared to land 7 Left'. The video is pretty
>> impressive.
>
>I saw that video! took place in Livermore, right? also attended
>this guy's presentation about the impossible turn, very well
>worth our time, don't miss it if he gives it in your neighborhood.

Yep, the video was shot at Livermore.

John
--
John Clear - http://www.clear-prop.org/

[Skywise]

"OtisWinslow" > wrote in news:Yp3Le.146240
:

>
> "John Clear" > wrote in message
> ...
>>
>> A friend of mine does the first flight after annual on his Arrow
>> in full nomex with a helmet. > John
>> --
>> John Clear - http://www.clear-prop.org/
>>
>
> This guy is a little off if you ask me.

From 18+ years of motorcycle riding, this reminds me of the
two types of riders.

One - helmet, gloves, jacket, boots, and chaps. That's me.
Although on really hot days and/or short trips I may forgo
the chaps. Yes I get hot. Yes I sweat. But I'd like to keep my
skin should something happen, and it's been tested, fortunately
only a minor situation with no injuries.

Two - helmet, t-shirt, shorts, flip-flops. These are usually
the hot shots on the rice rockets who think they can ride like
the pros on the track. Invariably I see these bikes with broken
turn lights and scratched paintjobs.

I realize motorcycle riding and flying are two different things
and one doesn't normally wear all that protective gear while
flying. But the idea of calling someone "off" for wearing
protective gear when they are - for all intents and purposes -
being a test pilot, is a bit "off" in itself, don't ya think?

Brian
--
http://www.skywise711.com - Lasers, Seismology, Astronomy, Skepticism

Seismic FAQ: http://www.skywise711.com/SeismicFAQ/SeismicFAQ.html
Blog: http://www.skywise711.com/Blog

Sed quis custodiet ipsos Custodes?

[[email protected]]

wrote:
> Finally picking up my airplane tomorrow after a 2-month annual.

Thanks to those who responded, even though most of it ended up being
about the guy in the nomex/helmet!

Picked up the airplane, we did two takeoffs and landings at that
airport, then went back, shut down. Everything seemed great. Then I flew
back to my home airport, let her rest for an hour, then took her out for
another two-hr flight. Wow, WHAT a difference. He did *a lot*, replaced
a lot, cleaned a lot ... it runs, sounds, feels MUCH smoother and more
solid now.

Happy to have her home...
Thanks again.

[Mike Weller]

On Thu, 11 Aug 2005 15:15:37 -0700, wrote:


>Have a few hundred more hours to go before a major engine overhaul, but
>just about every part was taken out, scrutinized, cleaned, overhauled,
>and replaced. Any tips/advice on that first test flight after that kind
>of maintenance, other than the obvious?

It's always amazed me at the number of parts that are left in the
bucket after an annual.

My first inclination was for you to tell the IA to fly with you on the
first flight.

But I would not do that with some of the pilots that bring their
planes in.

Not you, of course, but I don't know you.

Mike Weller

[Marty]

"Peter Duniho" > wrote in message
...
> "N93332" > wrote in message
> ...
>> The 2 different mechanics that I have taken my plane for annuals are both
>> pilots. The 1st annual (pre-purchase inspection) mechanic was also a CFI
>> and gave me the checkout in the plane for insurance purposes after the
>> inspection. When I take my plane in for annual, I give him permission to
>> 'test fly' it when he's done; he usually does...
>
> That's all very wonderful.
>
> Still, there are perfectly valid reasons unrelated to the maintenance for
> a mechanic to "hesitate even at the offer".
>

You bet there are!
Reminds me of what the examiner said when I asked "How can you tell I can
fly in 1 hour?"
The one thing he said that stuck "Did you ever get into a car with someone
and wish you were somewhere else by the time they backed out of the
driveway?"
I've made the decision to go, or not to go up with others just seeing how
they taxi, preflight or even hearing them talk.