The Davtron indicator had to be removed due to indication incorrect pressure altitude. A continuity check of the harness found no errors in the wiring so the problem had to be elsewhere. Checking altitude encoder grey codes found that the B4 had to be high when it should have been low so there must have been a short. The only nearby high was the C1 so the short had to be here. An inspection of the connector under magnification revealed a tiny bead of solder between the pins of B4 and C1 which I pried out with a sewing needle.
The indicator now reads accurately and is ready for reinstall in the aircraft. It is essential that this unit function correctly not only because of it's importance in calculating takeoff performance but any inaccuracy will be shared by the transponder. ATC will rely on the altitude reported be the transponder for traffic seperation so the utmost care must be taken to insure that the Davtron indicator to insure that the Davtron indicator does not interfere with the function of the transponder.
The temprature probe location on the bottom of the aircraft near centerline 16" behind the baggage compartment bulkhead is not ideal but is a reasonable comprimise to the reccomended location. On top is out of the question becaude it will sense skin tempreture heated by the sun. In flight the probe should have little or no effect from the engine exhaust stream or engine heat trail from the cowl flaps. The readings should provide more accurate TAS calculations than could be obtained from the old fashion Aerotherm gague.
I have a 1965 M20C equipped with a Brittain autopilot with heading, cap, track, and loc selection knob.
At this time the auto-leveler does not work but I plan to fix it. I am upgrading my aircraft with a GTN650, GMA350, and a course indicator GI106A. The GI106A comes with a VOR/ILS or VOR/ILS with course datum for an extra $500. Does anyone known if a Brittain autopilot can interact with a GTN650 and a course datum to intercept a course?
I have just purchased my first Mooney. A 1977 M20J. All in all I'm really happy with the airplane. Fast and efficient. My right tank was sealed in 2010 by the previous owner. I notice when the tank is full I have a small wet spot of fresh fuel at the front edge of the gear housing. Any suggestions as to where to go from here would be greatly appreciated. It's not terrible and I don't believe air worthy but I'd like to get ahead of the problem before it becomes more severe. Thanks for your help!
I recently purchased a 1983 M20J and I am still getting use to everything. I have a warning light next to the gear handle that I am not sure of its purpose. It comes on shortly after engine start, blinking, then goes off and sometimes comes back on during flight. It does not seem to be affected by the gear position, rpm setting or prop setting.
I beleive that I have the only M20D Master remaining in the original fixed pitch prop/ fixed gear configuration; N1016Y. The aircraft is in KPGD for Garmin ADS-B installation in the next few days. After a four year restoration where the engine, prop, interior, fuel tanks, panels, avionics, lighting, etc were replaced, it is for sale. Anyone interested?
For photos and info contact email@example.com
I have a 1992 M20J Missile (1995) and have muffler problems. It has a constant problem and anyone please give comments on repairs or people in the know. N888DF Home is KBEH. Come visit home of Whirlpool world headquarters lots of nice PLANES. This summer big big fly in June 21, 2014.. be my guess Dr Flood
I am an airline pilot and run a free aviation classifieds website on the side. If you are looking for a high quality, free way to augment your advertising check it out. You can list aircraft for sale or lease, offer a partnership in your aircraft or request a partnership. You can also post a request for an aircraft to buy. Listings include 20 photos, a video link and logbook file uploads, free. There's no limit to how many listings you can have on the site and your listings do not expire. I am working on a module for Parts, Products, Services and more using the same format that should be online in the next 30 days.
Thank you for reading,
looking for help in identifing parts I think they are Franklin but not sure I have an engine case that has NFMC stamped in it 4 cyl. opp. I though some of you guys may have worked on these in the past.
My father and I had a Mustang around 2006' - Now we have parts...lots of parts. We will have an auction on November 1st - November 7th....starting each item at .99 or a fair price on E-Bay. You can see the list (or I can E-mail the list to ya) on E-bay now - I have just put up a faux ad listing all the parts....Everything from Flaps to Instrument panels. These are all M22 Mustang parts...If you need any info or if you could pass this message on to another M22 owner that needs parts please feel free to email me....Thanks-------------- PitardStephen@yahoo.com
My 1975 Mooney 20F model was just flown home from St. Louis 1H0 to 08D, 6 hour journey. Upon pushing the plane into the hanger I noticed a little trickle of oil on the prop..my question is this. Do I dare fly it to my FBO 20 minutes away for repair or what could be the causes of this problem? thanks for any input or help..
First a note of explanation: a manifold pressure gague is an absolute pressure gague. What this means is that it is an uncorrected barometer connected to your intake manifold so with the engine not running it indicates uncorrected field pressure.
Those among us living at or near sea level can look at the gague and expect it to read the same as the Kolsman window when the altimeter is set to field elevation. Those of us living at significant altitudes above sea level look at the gague and ponder if what we are seeing is right. My field is at 2,400' and my gague reads 27.4" with the local altimeter (corrected barometer) at 29.85", Perhaps a flight to a sea level field might resolve any insecurity but there is another way.
The website http://www.csgnetwork.com/barcorrecthcalc.html has a handy calculator. You just enter your field elevation and current altimeter setting in the top column and read the uncorrected mercury column and correction factor at the bottom. For my field elevation the correction turned out to be 2.5" which corresponds to 29.8" within .05" of where it should be. Now I have confidence in the instrument without having to go to sea level to check it.
This same calculator can give you the maximum theoretical full throttle manifold pressure for any cruise altitude and within 1/4" the power you would achieve. A bit helpful when trying to calculate crise performance for altitudes that fall between the charts in the POH.
As an Airframe/Powerplant mechanic with extensive experience in both large jet transport and general aviation aircraft as well as avionics I will be writing other blogs trying to take some of the mystery out of small aircraft systems. If anyone has questions on or suguestions for articles, please comment.
I just checked out a 1966 M20C for possible purchase. I noticed a drop in compression in #3 over the last 3 years as reading 73, 70 this 60 this year. This really caught my eye. The engine has right around 1500 TSOH. The others are steady in the mid to low 70s. The seller and I talked about it and was told he had it scoped and was willing to offer pics. This however doesn't correct the drop in compression. We both believe its a dirty exhaust valve that can be corrected with a cleaning and possibly new rings. My question is how much would this cost and what recommendation can be made by those reading this with regards to purchase price vs. walking away? Comments are appreciated.
I have a mooney 231 with the TSIO 360 TB. I had another pilot overheat the motor and we have had a real hard time getting the motor back in shape.
After a couple of new jugs we have great compression. The we have checked compression, timing, plugs, gasalotor, fuel valves, new fuel pump, rebuilt throttle body, adjused the pressures on the fuel pump, regulated and non regulated. adjusted idle rich lean.
As you can see I out of options, I am barly getting 2500 RPM and 36 LBS manifold pressure with a turbo charged model.
Any ideas freinds?
I have a problem with the oil temp and CHT gauges. Oil temp sometimes works, sometimes doesn't. When I turn power on, both gauge needles dive to the left. When I disconnect the sender for the oil temp, it does the same thing. When I ground the sending units lead (off of the sending unit), it deflects all the way to the right.
Cyl. head gauge does the same thing but when hooked up, it's dead all the time. Both the sending units show resistance.
Whats up and what to check next?