My apologies for the dearth of updates—it’s been a pretty busy winter season at work, though a bit slow for flying in February! I’m trying to get to a bunch of entries up now.
This guy’s beautifully painted Cessna Cardinal 177RG was next to my plane in the shop, also in for its annual inspection. The owner/pilot is 94 years old! I can only hope to be so hale (and still flying obviously) at that age!
Some articles about him--what a story!
http://www.27east.com/news/article.cfm/Westhampton/286698/89-year-old-pilot-from-Westhampton-safely-crash-lands-on-beach
http://www.mirrorfair.com/pages/2014-pages/our-story.html
Post Annual Flight
Every year, the plane is required to undergo a fairly rigorous annual inspection. The inspection (and subsequent (hopefully minor) repairs generally takes about 2 weeks. All of the various inspection panels are opened up and the engine cowling and interior seats and carpeting is removed. Then the mechanics go to work checking various items that they meet specification standards, any wear and tear, etc.
The FAA publishes a handy-dandy list of everything that must be covered off in an annual (or 100-hour if the airplane is being used for hire) inspection:
Appendix D to Part 43—Scope and Detail of Items (as Applicable to the Particular Aircraft) To Be Included in Annual and 100-Hour Inspections
(a) Each person performing an annual or 100-hour inspection shall, before that inspection, remove or open all necessary inspection plates, access doors, fairing, and cowling. He shall thoroughly clean the aircraft and aircraft engine.
(b) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the fuselage and hull group:
(1) Fabric and skin—for deterioration, distortion, other evidence of failure, and defective or insecure attachment of fittings.
(2) Systems and components—for improper installation, apparent defects, and unsatisfactory operation.
(3) Envelope, gas bags, ballast tanks, and related parts—for poor condition.
(c) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the cabin and cockpit group:
(1) Generally—for uncleanliness and loose equipment that might foul the controls.
(2) Seats and safety belts—for poor condition and apparent defects.
(3) Windows and windshields—for deterioration and breakage.
(4) Instruments—for poor condition, mounting, marking, and (where practicable) improper operation.
(5) Flight and engine controls—for improper installation and improper operation.
(6) Batteries—for improper installation and improper charge.
(7) All systems—for improper installation, poor general condition, apparent and obvious defects, and insecurity of attachment.
(d) Each person performing an annual or 100-hour inspection shall inspect (where applicable) components of the engine and nacelle group as follows:
(1) Engine section—for visual evidence of excessive oil, fuel, or hydraulic leaks, and sources of such leaks.
(2) Studs and nuts—for improper torquing and obvious defects.
(3) Internal engine—for cylinder compression and for metal particles or foreign matter on screens and sump drain plugs. If there is weak cylinder compression, for improper internal condition and improper internal tolerances.
(4) Engine mount—for cracks, looseness of mounting, and looseness of engine to mount.
(5) Flexible vibration dampeners—for poor condition and deterioration.
(6) Engine controls—for defects, improper travel, and improper safetying.
(7) Lines, hoses, and clamps—for leaks, improper condition and looseness.
(8) Exhaust stacks—for cracks, defects, and improper attachment.
(9) Accessories—for apparent defects in security of mounting.
(10) All systems—for improper installation, poor general condition, defects, and insecure attachment.
(11) Cowling—for cracks, and defects.
(e) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the landing gear group:
(1) All units—for poor condition and insecurity of attachment.
(2) Shock absorbing devices—for improper oleo fluid level.
(3) Linkages, trusses, and members—for undue or excessive wear fatigue, and distortion.
(4) Retracting and locking mechanism—for improper operation.
(5) Hydraulic lines—for leakage.
(6) Electrical system—for chafing and improper operation of switches.
(7) Wheels—for cracks, defects, and condition of bearings.
(8) Tires—for wear and cuts.
(9) Brakes—for improper adjustment.
(10) Floats and skis—for insecure attachment and obvious or apparent defects.
(f) Each person performing an annual or 100-hour inspection shall inspect (where applicable) all components of the wing and center section assembly for poor general condition, fabric or skin deterioration, distortion, evidence of failure, and insecurity of attachment.
(g) Each person performing an annual or 100-hour inspection shall inspect (where applicable) all components and systems that make up the complete empennage assembly for poor general condition, fabric or skin deterioration, distortion, evidence of failure, insecure attachment, improper component installation, and improper component operation.
(h) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the propeller group:
(1) Propeller assembly—for cracks, nicks, binds, and oil leakage.
(2) Bolts—for improper torquing and lack of safetying.
(3) Anti-icing devices—for improper operations and obvious defects.
(4) Control mechanisms—for improper operation, insecure mounting, and restricted travel.
(i) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the radio group:
(1) Radio and electronic equipment—for improper installation and insecure mounting.
(2) Wiring and conduits—for improper routing, insecure mounting, and obvious defects.
(3) Bonding and shielding—for improper installation and poor condition.
(4) Antenna including trailing antenna—for poor condition, insecure mounting, and improper operation.
(j) Each person performing an annual or 100-hour inspection shall inspect (where applicable) each installed miscellaneous item that is not otherwise covered by this listing for improper installation and improper operation.
So as you can see, it’s a pretty invasive and comprehensive inspection.
Annual inspection is also a great time to conduct any upgrades, since the airplane is already opened up and accessible. As a result, I chose to upgrade my engine data monitor from the current EDM 700 model to the EDM 830 model. Since they’re both made by the same manufacturer (JPI), they essentially plug and play in the same hole in the panel. However, I was adding a couple of temperature and other probes and wanted the EDM 830 situated in a better viewing spot, so we did some re-adjusting on the panel and swapped the EDM one spot to the left and moving the GPS Steering button over to the hole just vacated.
Here's the old EDM700 (the one that says FILL ? N) and then the new EDM 830:
And here are some pictures of the plane stripped open while undergoing inspection:
After everything is buttoned back up, the mechanics run the airplane engine for a little while to ensure the engine is doing what it’s supposed to. However, the first flight after an annual inspection (in fact, after any major maintenance job) is one that the pilot must approach with care. I always do a very thorough pre-flight inspection as I walk around the airplane and a very careful run up of the engine and watching the various instruments. I also don’t take any passengers with me right after an annual as I want to fly the airplane for a bit, preferrably somewhere near the airport, to ensure that all of the systems work properly and no screws or other little pieces were left loose to cause a problem.
When I headed out to the airport to do my first post-annual flight, I found my airplane wasn't in it's normal tie-down slot and it looked like someone had seriously pimped my ride, putting a Cessna Caravan in my space instead!!
What it SHOULD look like:
What it DID look like:
However, I lucked out on a chilly morning as the airplane was still in the hangar for my post annual flight, having been washed the previous day.
As a result, I got to do a careful walk around, poking and prodding and checking for any issues. Then the line crew pulled the plane out onto the ramp and I ran through my engine start checklist and fired up. The new EDM 830 looked great, but the RPM meter wasn’t working so I jotted that down as a squawk. Out at the runway as I did my engine run up to nearly full power, the RPM did come alive, so not sure what that issue was.
On takeoff, the EDM showed only about 75% of power being generated, despite full throttle and full rich mixture. Since the primary RPM and manifold pressure gauges were normal (as was the sound and feel of full power), I knew the EDM display was off, rather than an issue with the engine, so I lifted off and climbed out of the pattern. I wandered around the local area for a bit, playing with power settings, checking the gear, checking turns and climbs and descents and watching the various instruments and gauges for any issues, but most everything checked out okay except for the fuel pressure gauge that was fluctuating wildly (as if from vibration, not actual fuel pressure). I also found that the gear warning horn, which is supposed to sound when you reduce the power or put down flaps (eg preparing for landing) wasn’t working so I flagged that as well. Then I did a couple of landings.
On the last one, I taxied back and out of the way and then texted Milton that I was good to go flying. He had contacted me about getting a lift from Republic/Farmingdale (KFRG) to Islip/MacArthur (KISP) in order to pick up his friend Bob’s Piper Archer. We had discussed that I needed to do the shakeout flight first and then I would let him know.
With things looking good, I headed over to Farmingdale to pick him up. Calling in from the Northport smoke stacks on the north shore of Long Island, I found the Republic tower to be hopping, with fast and furious radio calls and multiple targets on my traffic screen, including what appeared to be a couple of others feeding in from the north shore. I was cleared to the airport with instructions to enter right downwind for Runway 32 and call at midfield. About five miles out, the tower called traffic at my 2 o’clock—I could see him on my traffic advisory screen but I never did actually see him and, as he was going slower, the tower tucked him in behind me.
As I reported in joining the downwind at midfield, I was instructed to head for Belmont Lake (a visual checkpoint east of the airport), requiring a slightly wider downwind, and to follow a Bonanza who was crossing in front of me on a wide right base to Runway 32. The Bonanza was easy to spot and I fell in line behind him and was soon on short final. Touching down, I made the turnoff and was given taxi instructions in to Atlantic FBO where Milton was waiting and jumped on board. Then it was back out to Runway 32 where we waited about 20 minutes on a conga line for takeoff.
Once cleared for takeoff, we were provided an immediate right turn to the east and changed frequency to Islip where we immediately got instructions to join the left base for Runway 33 Left. (It was a short hop as the airports are only 15nm apart!) We got progressive taxi instructions to the southwest side of the airport where Bob’s plane had been serviced.
While walking out to the Archer, we saw a neat looking small jet tucked under a wrap.
N999PJ
Airframe Info
|
Manufacturer:
|
Morane-Saulnier
|
|
Model:
|
MS760B Paris Search all Morane-Saulnier MS760B
|
|
Year built:
|
1964
|
|
Construction Number (C/N):
|
89
|
|
Aircraft Type:
|
Fixed wing multi engine
|
|
Number of Seats:
|
4
|
|
Number of Engines:
|
2
|
|
Engine Type:
|
Turbojet
|
|
Engine Manufacturer and Model:
|
Turbomeca Marboré IIC
|
Aircraft
|
Registration Number:
|
N999PJ
|
|
Mode S (ICAO24) Code:
|
ADF560
|
|
Certification Class:
|
Standard
|
|
Certification Issued:
|
2003-08-06
|
|
Air Worthiness Test:
|
1987-07-25
|
|
Last Action Taken:
|
2006-11-13
|
|
Current Status:
|
Undel Tri
|
Owner
|
Registration Type:
|
Corporation
|
|
Owner:
|
Tej Jet Of Del Llc
|
|
Address:
|
15 East North Street Dover, DE 19901 United States
|
|
Region:
|
Eastern
|
http://www.raptoraviation.com/aircraft%20spec%20pages/MS%20760%20Paris.html
This monster burns 130 gallons of jet fuel per hour! Not your typical weekend hop for pancakes type of airplane, however much fun it would be to fly!!
Once Milton had preflighted and was set, I returned to Gwaihir and was soon taking off on Runway 33L again, nearly direct to Bridgeport for another uneventful short hop home. As I taxied in, I spotted another jet parked on the ramp at Volo (next to Three Wing). Sure enough, it was the SAME model jet I had just seen for the first time at KISP, with a different paint scheme! Given that only 165 were built in France, what are the odds that, on the same day, I would see two of them?!
One at Bridgeport http://www.khs.at/lal10/76.htm
http://www.islipavionics.com/photo-pj.html N207MJ
And in an ironic personal-life-clashing-with-professional-calling twist, I did some research on the two jets. On Wikipedia, I found that when the original design in the 1960s was not picked for a French military contract, the company tried to sell it as a small personal business jet, essentially the world’s first VLJ (very light jet), a concept which is only now really hitting the market with the launch of the Hondajet and some other VLJ. In the instance of these two jets, a Greenwich based company purchased 30 of them and all the type certificates, tooling, etc., selling the planes for approx. $550k.
As I did some googling about the CT company, things got more and more interesting! In 2009, JetSet Aviation International announced it had bought the 30 planes and type certificate, etc. The company president was Edward Furtak. Interestingly, an Edward Furtak was the founder and officer of Conexys Corp, a company with a technology around virtual private networks and computerized trading algorithms. In 2012, Furtak’s firm was hit with a massive class-action lawsuit in Ontario over a Bermuda trust that was a ruled a tax avoidance scheme. Furtak was described by a judge as a “puppet master” who licenses financial software through a trust in Bermuda. In 2015, Furtak and his company got hit by the Ontario Securities Commission for illegal securities offerings, trading w/o registration, misleading statements, etc.