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“ Not provide a spark under cranking speed” is a comment I fail to understand. How was this determined? No start or cowl off? You may have a spark but not at the right time. A common issue is a broken IC Spring. This would drastically retard the timing and be apparent during a mag...

The Impulse Coupling can disintegrate and wreck the engine. If you hear clicking this is not likely. 2 things that can cause this: 1. The Cam or Cam Follower ( varies with mfg) is worn which retards the Internal Timing ( E- Gap ) and also retards timing to the Engine. With...

IIRC AC43.13-2B has data for anti-collision light installations. Coverage is measured in “steradians” which are square degrees. It seems that realistically the the only way to get sufficient coverage with one light is to mount it on top of the fin/rudder.

I have an OLD textbook that shows some type of split sleeve reinforcement using CLAMPS. I don’t recall the application or conditions. Presume not for things like engine mounts. Might have been something that was in CAM 18 along with woven Cable splices.

Often overlooked is the importance of assuring that the Equipment List reflects the actual configuration of the aircraft at time of weighing. Without that; it’s like having a bank account balance without knowing about deposits and withdrawals.

I agree with the comments of Dan and Bell. Recently met a Tripacer where conical mounts had compressed and allowed the Engine to sag and contact the Steel Mount. Shock Mounts on 182’s have the beam type rear carrying very little load. The forward carries 1/2 the engine weight and the weight...

IIRC Mooney aircraft have AN 4 ( 1/4 inch ) in shear! A pilot of a 182 stated he was unable to reduce RPM unless he reduced MAP a LOT.. With Engine stopped there no issue with movement. Closer examination revealed the Governor Arm had worn a hole in the Lower Cowl and the Arm would...

The actual rigging is quite easy. What complicates it is gaining access to some turnbuckles. Often someone tries to make adjustments w/o using the affected turnbuckles. Auto -pilots can be affected too.

IMHO Cessnas and Pipers are easy to rig. Just follow the SM. There are only so many adjustment points. What is the “ magic”? Is this one of those “Tech X can change the oil better than anyone else can change the oil!” As I stated earlier all bets off with improper repair. I have a guy now...

I believe some of the small racers that turn high rpm mandate chaining the engine to the wing spar . W n B purposes if you lose a blade.

Were all the Silver Hill artifacts moved to U- H?

There is “SparrowHawk” 125 hp upgrade that believe you can do w/o splitting case. No details here.

When I tested there were no “laptops”. You had to bring ALL data such as AD’s , TCDS, FAR, AC43.13 , etc, etc. A retiring IA let me use his but I had to update several years of revisions. All were paper in a big box. This ultimately helped a lot as I was able to find items. The exams were...

There are actually things you or your Tech can check but you cannot adjust.Everyone will have a different starting point and sequence on this but this is my approach: ( my recall of 150 Manual.) 1. Determine if Flaps UP is correct . This will also provide the NEUTRAL of Ailerons...

You will want to specify what configuration you want it ring for. Fuel level, passengers, right seat, or rear, baggage etc. Flying perfectly would just someone in the left seat is one thing, but then he put some in the right seat. It’ll change everything.

I think your avatar is a Cessna 150? If the jugs are for a 150 note that installing ALL new cylinders will allow you to advance the timing back to the original factory spec of 28 degrees. This will provide a small but noticeable increase in power. To avoid “ Horror Stories” please...

My test was a “ Multiple”. Multiple trips to the car to bring in the data!

From what I’ve seen a common stumbling block is “ actively engaged”. Subject to interpretation. IIRC - The forerunner to IA’s was the DAMI - Designated Aircraft Maintenance Inspector. At the “ Periodic Inspection “ they would “ hang the ticket” ( AWC) which was valid for 1 year. Based...

I’m another that would like ak to answer Bell’s question re “ waiver”. Unlike the A& P; the IA must be renewed every 2 years. Obviously this means that multiple Fed Folks will be making those determinations re eligibility. Rather than “ waivers “ the determination may be really “...