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#31
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After an annual?
And check under the cowling for breeze clamps being oriented correctly on
SCAT hoses. Once I had a hole worn through the lower cowling on my Cherokee after a shop had the screw part of a heater clamp chafing on the cowling. "Roy Smith" wrote in message ... In article , "BT" wrote: - Log Books are in order, every thing signed off, transponder checks signed off if needed. - A very through preflight, touch everything, is the seat loose in the tracks? I once had a back seat come loose, it was not reinstalled properly. - Check all inspectin panels, internal and external, touch everything - Under the cowl, check all spark plugs and leads, fan belt, alternator wires - Check oil filter is secured (safety wire), oil filler cap and oil level - Check all fuel drains, make sure tanks are filled to the level you want. - Tires should have been removed to grease the bearings, check for proper tightness and cotter pins. - Engine runup, Static RPM check (do you know how to do a static check and what your numbers are?) - Ground VOR Check? - Taxi back, shut it down and do another full preflight, this time checking for every thing and any thing that leaks. - Only fly it back in DAY VFR conditions and SOLO. BT "Paul Tomblin" wrote in message ... When you pick up your plane after an annual, is there any special things you do? I'm picking up the club's Lance after its annual today, and flying it back from Batavia NY to Rochester NY (about a 25 minute flight). Do you do any special pre-flight or flight check? I was planning to climb up over the airport to about 4,000 feet so that I'll have some glide cushion if something goes wrong. -- Paul Tomblin http://blog.xcski.com/ There are mushrooms that can survive weeks, months without air or food. They just dry out and when water comes back, they wake up again. And call the helldesk about their password expiring. -- after Jens Benecke and Tanuki Check all the controls are rigged right. Does left deflection on the yoke really give you left deflection on the ailerons? Ditto for elevator and rudder. I once picked up an Archer that had the electric trim worked on. I ran the trim all the way to one end with the electric thumb switch, and when it reached the end it made a big "CLUNK" noise and wouldn't budge from that position. I'm glad I caught that on the ground. I once picked up a plane from an annual and flew it back home in night IMC. All I can say about that one is that we learn from our mistakes. Check under the cowling. One guy in my club got a really nice Snap-On wrench by doing a good preflight on a plane which had been flown home from an annual the day before. |
#32
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After an annual?
I ALWAYS check the gascolators on my Seneca for leaks . If they're not
tightened properly after cleaning they WILL leak. "Paul Tomblin" wrote in message ... When you pick up your plane after an annual, is there any special things you do? I'm picking up the club's Lance after its annual today, and flying it back from Batavia NY to Rochester NY (about a 25 minute flight). Do you do any special pre-flight or flight check? I was planning to climb up over the airport to about 4,000 feet so that I'll have some glide cushion if something goes wrong. -- Paul Tomblin http://blog.xcski.com/ There are mushrooms that can survive weeks, months without air or food. They just dry out and when water comes back, they wake up again. And call the helldesk about their password expiring. -- after Jens Benecke and Tanuki |
#33
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After an annual?
On 20 Dec 2006 09:30:34 -0800, "Robert M. Gary"
wrote: wrote: On 19 Dec 2006 20:02:13 -0800, "Robert M. Gary" wrote: The "factory service centers" I deal with now don't have the staffing nor the insurance to keep trained crews available to fly customer aircraft. The "factory service centers" I used to deal with would NOT fly any aircraft that I was responsible for-it was bad enuff when I was forced to let them perform maintenance. My experience is mostly with Mooney shops. However, I've worked with several. Not a single plane goes out of any of them for anything more than an oil change w/o a test flight by a 'test pilot'. In fact they all do pre-annual test flights before starting the annual. I know the Cirrus shops are the same. I've not worked with Cessna or Piper though. Perhaps they don't fly their own airplanes. We used to do the same thing. After I alllegedly got my ticket, I was able to do the before/after inspection or maintenance flight without somebody to make it legal sitting in the right seat. But this has nothing to do with a 91.407 "test flight". Also, as I've indicated previously, if the service facility considers a .407 flight necessary, it must write it into the maintenance record sign-off as such, and the bird is not approved for return to service until after that flight is performed and duly noted. TC |
#34
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After an annual?
Toe ...
The misunderstanding in this whole thread is that the FAA gives wide latitude to the MECHANIC to determine what is required and what is not. A rookie wrench on his first engine installation would probably want to fly the airplane a couple of hours just to be sure that (s)he did it right. After your tenth or twentieth motor swap, give the owner the keys and kick him out the door. That isn't just unwritten legend. I have a document here in front of me published by Western Region ("Plane Sense") that prints the words, "It is the MECHANIC'S opinion as to what constitutes a major or minor repair or modification". That pretty much cuts it for me. Jim Also, as I've indicated previously, if the service facility considers a .407 flight necessary, it must write it into the maintenance record sign-off as such, and the bird is not approved for return to service until after that flight is performed and duly noted. TC |
#35
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After an annual?
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#36
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After an annual?
"RST Engineering" wrote in message ... "It is the MECHANIC'S opinion as to what constitutes a major or minor repair or modification". That pretty much cuts it for me. Unfortunately, it may not cut it for the next mechanic that wants to sign off the airplane. Or it might not cut it for the FAA maintenance inspector when you want to put it on 135. Mechanics opinions don't carry much weight in aviation. FAA paperwork does. Karl |
#37
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After an annual?
karl gruber wrote: Mechanics opinions don't carry much weight in aviation. FAA paperwork does. Mechanics opinions carry most of the weight when dealing with the FAA. A short converstaion with your local FSDO inspector will quickly show you that. We had a new pilot buy a piece of **** Beech Musketeer and bring it back here. this guy knew less than nothing and had no business buying an airplane. Engine doesn't make compression, dozens of rivets sanded to with an inch of their life, magnesium control surfaces horribly corroded, windshield has two cracks at least a foot long, the spinner is from a Piper Cub. When all of this and more was brought to the attention of the FSDO they said there's nothing they can do unless the annual was signed off preety much that day. A few months and all bets are off. The FAA legal department would never allow them to ground that plane or go after the IA. |
#38
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After an annual?
On 21 Dec 2006 11:04:34 -0800, "Robert M. Gary"
wrote: wrote: On 20 Dec 2006 09:30:34 -0800, "Robert M. Gary" wrote: Also, as I've indicated previously, if the service facility considers a .407 flight necessary, it must write it into the maintenance record sign-off as such, and the bird is not approved for return to service until after that flight is performed and duly noted. I just had my aileron replaced at the factory service center this last summer. I'll double check my log books but I believe there are two sign offs. The first is the IA who signed off the work, the second is the test pilot who signed off the test flight. sig snip Which takes us all the way back to your original question: On 19 Dec 2006 13:30:20 -0800, "Robert M. Gary" wrote: snip Isn't that required by regulation (although only minimum crew is allowed)? Doesn't the pilot have to sign the aircraft log as RTS after the break in? sig snip I am by no means saying that a 91.407 flight MAY be performed after just about ANY maintenance. What I am trying (obviously unsuccessfully) to point out that it is NOT required by regulation for approval for return to service. Also, that I could/would (and in other similiar situations have allegedly actually had to) stand nose-to-nose with the FAA and tell them to pack sand if they told me it WAS required. The only way that it would be clearly required by regulation is under Sec. 43.13 Performance rules (general). (a) Each person performing maintenance, alteration, or preventive maintenance on an aircraft, engine, propeller, or appliance shall use the methods, techniques, and practices prescribed in the current manufacturer's maintenance manual or Instructions for Continued Airworthiness prepared by its manufacturer, or other methods, techniques, and practices acceptable to the Administrator, except as noted in Sec. 43.16. He shall use the tools, equipment, and test apparatus necessary to assure completion of the work in accordance with accepted industry practices. If special equipment or test apparatus is recommended by the manufacturer involved, he must use that equipment or apparatus or its equivalent acceptable to the Administrator. Again, if the AMM states that a flight test be performed after a specific maintenance task, it must be performed prior to approval for return to service. Again, on specific aircraft, there are specific tasks that do call out a flight test. Again, I can NOT speak for the AMM on your particular aircraft, but I personally have NEVER seen an AMM that requires a flight test after an engine change. I also seriously doubt that your Mooney AMM requires a flight test after a flight control surface R/R. If it IS called for in your specific AMM, then I am 100% WRONG, and a flight test IS required by regulation. If the approved repair station manual at a Pt 145 maintenance facility for some strange reason requires a flight test, then again, I am 100% WRONG and in this case a flight test IS also required. While I have allegedly inspected/maintained/operated Pt 91 aircraft type certificated under CAR3 & Pt 23, inspected/maintained Pt 135 aircraft under CAR3 & Pt 23, and inspected/maintained Pt 91 aircraft under Pt 25 using my own hypothetical tickets; I have never had the pleasure of working under a Pt 145 "roof". If you're not sure what all that means, ask Mr. Weir. As the Weir-meister has indirectly pointed out, the majority of 91.407 rides are performed because the certificated technician/authorized inspector/repair station QA person responsible for the work has decided that (s)he will sleep better at night with a .407 sign-off in the aircraft maintenance record. I positively agree in these cases that 91.407 can be used as a justification for a test flight, but still cannot agree that it is REQUIRED after routine maintenance unless the above condition (AMM call out) exists. In the past, I have allegedly performed major airframe alterations under the STC/337 process that have absolutely positively "appreciably changed its flight characteristics" AND "substantially affected its operation in flight" and approved them for return to service without a 91.407 flight. Vortex generator installations, for instance-as Mr. Noel pointed out, another example is an STC'd engine upgrade. Again, unless the approved installation instructions specifically require a flight test, it is up to the judgement of the warm body responsible under the CFR, it is not required by the CFR. TC |
#39
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After an annual?
Roy Smith wrote:
Check under the cowling. One guy in my club got a really nice Snap-On wrench by doing a good preflight on a plane which had been flown home from an annual the day before. Got a nice Snap-On angled pick this year doing an owner assisted annual on a friends plane... Comes in handy for lining up screw holes... |
#40
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After an annual? READ THIS
http://www.ntsb.gov/ntsb/brief.asp?e...21X01825&key=1
"Paul Tomblin" wrote in message ... When you pick up your plane after an annual, is there any special things you do? I'm picking up the club's Lance after its annual today, and flying it back from Batavia NY to Rochester NY (about a 25 minute flight). Do you do any special pre-flight or flight check? I was planning to climb up over the airport to about 4,000 feet so that I'll have some glide cushion if something goes wrong. |
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