Key Locks -- Part II

I was trying to remember just what that AD was about. I remember reading it
a couple years ago, but do not know why. Wasn't there something in the AD
about the switch malfunctioning and actually leaving one or both mags hot
when the switch was turned to off in addition to the key comeing out? Seems
like I also remember an inspection and lubrication requirement.

Maybe I was just dreaming.

Jim

"Robert M. Gary" wrote in message
ups.com...
You may actually have an AD that requires you to replace the mag
switch. I had to replace mine two years ago after a shop showed me an
AD that says it must be replaced if the key can be removed in flight. I
have no idea why the hell such an AD exists.
-Robert

There also was a part of that AD that required an operational test in
which the key is forcefully (no torque spec but plenty aggressively)
turned CCW beyond OFF to see if the engine keeps running. Some
aircraft including our 172M, would relight again.

A new switch wasn't that expensive about 5 years ago (like $100). It
came as part of a kit replacing all of the locks in the airframe. The
tumbler setup and key etc was more robust that the Cessna OEM key.

AH!! That's where I read it... when studying for my CFI ride in a 182RG.
Thanks!
Jim

"nrp" wrote in message
ps.com...
There also was a part of that AD that required an operational test in
which the key is forcefully (no torque spec but plenty aggressively)
turned CCW beyond OFF to see if the engine keeps running. Some
aircraft including our 172M, would relight again.

A new switch wasn't that expensive about 5 years ago (like $100). It
came as part of a kit replacing all of the locks in the airframe. The
tumbler setup and key etc was more robust that the Cessna OEM key.

Jim Burns wrote:
I was trying to remember just what that AD was about. I remember
reading it
a couple years ago, but do not know why. Wasn't there something in
the AD
about the switch malfunctioning and actually leaving one or both mags
hot
when the switch was turned to off in addition to the key comeing out?
Seems
like I also remember an inspection and lubrication requirement.

Maybe I was just dreaming.


You remembered pretty accurately. The switch test involved turning
off the engine via the mags and making sure they both grounded. If
not, it's replacement time. If the key came out in any position other
than "off", it's also replacement time.

On Sunday I was doing a BFR in a rental. During the engine out
glide, the instructor reached over and switched the mags off and pulled
the key out. He thought it would rattle/distract me. I had a really
good laugh when he couldn't get it back in. He was starting to look
kind of worried passing through 1000 AGL.

John Galban=====N4BQ (PA28-180)

On 5/17/2005 14:33, wrote:

Jim Burns wrote:
I was trying to remember just what that AD was about. I remember
reading it
a couple years ago, but do not know why. Wasn't there something in
the AD
about the switch malfunctioning and actually leaving one or both mags
hot
when the switch was turned to off in addition to the key comeing out?
Seems
like I also remember an inspection and lubrication requirement.

Maybe I was just dreaming.


You remembered pretty accurately. The switch test involved turning
off the engine via the mags and making sure they both grounded. If
not, it's replacement time. If the key came out in any position other
than "off", it's also replacement time.

The FBO where I currently rent asks that we do an "Ignition Grounding Check"
each time we shut down the engine. I've always thought it was a good idea.


On Sunday I was doing a BFR in a rental. During the engine out
glide, the instructor reached over and switched the mags off and pulled
the key out. He thought it would rattle/distract me. I had a really
good laugh when he couldn't get it back in. He was starting to look
kind of worried passing through 1000 AGL.

I thought that actually shutting off the engine during a simulated
engine out situation was really frowned upon?


John Galban=====N4BQ (PA28-180)



--
Mark Hansen, PP-ASEL, Instrument Student
Sacramento, CA

Mark Hansen wrote:

I thought that actually shutting off the engine during a simulated
engine out situation was really frowned upon?


It probably is frowned upon by some. IMHO, If you really want to
shut the engine off during a glide, you should use the mixture. With
only the ignition off, the fuel/air mixture is still cycling through
the cylinders and soaking your plugs.

John Galban=====N4BQ (PA28-180)

On Sunday I was doing a BFR in a rental. During the engine out
glide, the instructor reached over and switched the mags off and pulled
the key out. He thought it would rattle/distract me. I had a really
good laugh when he couldn't get it back in. He was starting to look
kind of worried passing through 1000 AGL.

Anyone who did that to me would not be able to get out of the plane
unassisted.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Jay Honeck wrote:

Anyone who did that to me would not be able to get out of the plane
unassisted.

In some other situation I might have been ****ed. But on this flight,
he was the PIC (my BFR was expired), plus I was 1,000 ft. AGL, right
next to an automotive proving ground. There were several miles of
usable runway right under me. Landing there safely would have been
easier than at an airport.

John Galban=====N4BQ (PA28-180)