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IMHO very few mechanics, even Mooney mechanics, take notice of this issue. In years past, before I discovered bent stems and just let the shops maintain the aircraft (Clyde Wittenbrook for those who recognize the name), they did excellent work but nonetheless it was impossible to install the straight-stem tubes specified without bending - and straining - the stems. (Photo) So after switching to bent stems, before I started mounting tires myself, I didn't realize that the bent stem, when installed properly, does not touch the rim. The shop guys (usually assistants) who do the installation don't realize it either. If they were willing to install straight stems that look like the photo and not raise questions, then they definitely won't notice if a bent stem touches the rim.

well hopefully they’ll see this thread and everyone talking about their great rollers and make some more?

You know that takeoff is the most dangerous phase of the flight. That is when you want all your backup systems on line. It is way more important to have it running on takeoff than landing. If the engine quits on landing, you have extra energy and you are pointed at an airport. On takeoff you have no extra energy and you are pointed away from the airport.

No, I turn it on during run up and turn it off at about pattern altitude. In this case, the mechanical pump was pumping enough fuel to start and taxi, but not enough to make full power. The mechanical pump was sucking air without the boost pump running. I believe I was pumping a bunch of fuel overboard with the electric pump running. But it got me back to the airport.

Pulled the master switch out, resistance seemed normal. Don’t think it’s the switch at this point. Working on next steps.

I see you’re in a K but what route do you take from SLC to CO? Would like to find a good fall day to do it in my F without getting too high for too long. Would like to get from SOCAL to WY without going down low through ELP.

That’s the reason mine are still in a bag in a box just in case one disintegrates.

I get it. Take off is nose high and max fuel flow so it can benefit from all the help it can get so add the fuel pump especially on a fuel injected engine. Also close to the ground. However, as much as pumps should fail safely, pressure should be regulated all that sort of thing, we are still going from a known working state (no boost) to a new state (boosted) right at a critical stage. I understand that most people and most manuals will work on the principle that needing a fuel boost is more likely than the boost causing an issue, but I'm just pointing out that it could also be the other way around. Also, if you don't use it, you don't forget to turn it off. Mind you, it still needs testing before every flight, and the pilot should be very aware of where the switch is as the slightest hiccup. I have had an efato and did remember to try it but didn't help.

Out of curiosity, do you keep the boost pump on at all times from engine start to level off, including taxi and runup?

The last time I paid someone to do a complete annual on my plane, I took off on the post annual test flight. When I got to altitude, I turned off the boost pump and the engine quit. I turned it back on and returned to the airport. The fuel line from the firewall to the fuel pump was about to fall off. That was the only time in 5400 Mooney hours that I actually needed it to keep the engine running.

There was somebody here making and selling them a while back, but it was apparently not DonMuncy, and I don't remember who it was. I bought a set from whoever it was, and they're very nice. Haven't installed them yet...

+1 that the electric pump is the backup during takeoff and landing in case the mechanical pump fails. When you're at cruise altitude you'll have time to troubleshoot, but near the ground you can't count on having, and likely won't have, time to deal with sorting out what happened and turning on the electric pump. At least, I'm not gonna count on that. Another utility of the electric pump is that if the mechanical pump gets overheated for whatever reason it can boil the fuel and cavitate during it's suction draw stroke. The electric pump will pressurise the input to the mechanical pump and make this much less likely, or mitigate it if it happens. I have to use the electric pump during hot starts at high DA for this reason. The mechanical pump and the electric pump are designed to be reasonably fail-safe with each other. In other words, the diaphragm-type mechanical fuel pump in many Mooneys will allow fuel to flow through it if it fails if there is pressure from the electric pump. Likewise if the electric pump fails (or isn't turned on), the mechanical pump can still draw fuel through it. These common failure modes are all tested and have to be demonstrated during certification, so they're all tested, safe states. Also, the fuel servo is essentially an output fuel pressure regulator, and it is largely insensitive to input fuel pressure as long it is high enough to allow regulation of the required output pressure. Increasing the input pressure doesn't really bother it, which is why you can turn the electric pump on or off and not see a change in engine output parameters. It's extremely difficult to overpressure the input of the fuel servo, so that's nothing to worry about.

I've got a set of travel boards here I no longer need. They're for SN 1701 and up as shown on the data plates. I've had these a few years, I think I got them off eBay but don't remember. Located in Phoenix. Buyer pays shipping. $1500 obo

Happy Wingtip Wednesday! Flying back from SLC; turns out an easy and friendly Bravo. Had to deviate a a little wx but a fun and pretty flight back to CO. Starting to see “hints” of the fall colors coming in the next 2-3 weeks!

Yep, that’s who I emailed. Last time I bought them for my old airplane, 2021ish, they weren’t too expensive for airplane parts. Considering they are just a plastic disc with a hole in the middle… at that time I did check with a machine shop and it was many hundreds of $$ to slice a rod of appropriate “plastic” and precisely drill the correct size holes.

There is a bunch of other companies that offered registered agents services. It's just a question paying the new company and updating the info with the state. If I ever plan a stretch of 6+ month outside of FL, I'll re-register the airplane in FL or in my name; I just don't want to pay the tax if I don't have to but it's annoying to have to deal with it.

You need to get something down the center post. My thought would be to use some soap water, but that could rust the metal. My nose wheel in the past has been soaked in oil for years, and didn’t seem to hurt the disks at all. So, I would use motor oil.

I should have mentioned that the gear was greased today; however, the squeak in the donuts remains.

And all you do is push it back into the panel. I don't see how anyone could get a better deal.

No doubt, and my preferred approach! But sometimes mx and health issues got in the way of that. And now I’m stuck because our runway is closed until December while they rebuild it and I wasn’t able to get The Beast moved before construction started. For those times I can’t get the airplane airborne these measures are prudent and work well.

Pinecone. Please double (triple/quadruple) check. I have never made or sold any. At one time or another, I may have looked under my seat and seen one, but otherwise I don't ever remember laying eyes on one.

Yep. My C flies great on 2 psi; the green arc is 0.5 to 4, while typical fuel injected pressure is > 30 psi. Other than cold starts, I rarely use my electric fuel pump. Same for carb heat, flip on after start, check for drop, turn off. Then again, it's ready whenever the Carb Temp gage gets in the orange stripe, usually only a concern inside some clouds.

The reason for taking off and landing with the boost pump On is so that if the mechanical pump fails, the engine continues to run. Another possible failure is where the line from the tank to the engine driven fuel pump start leaking. The pump will draw air and not fuel. The boost pump is down low and is gravity feed. The engine fuel pump is up higher and has to suck the fuel up to it. Many high wing aircraft don't even have an electric fuel pump. If you UL was gravity feed, it most likely had a carburetor, which does not require the higher fuel pressure that fuel injection does.

Check the wheel bushing for lack of sufficient grease.

You must read very slowly, as it takes at least 3 - 5 seconds, head down, to go from full flaps to takeoff in my M20K. It does NOT have the flap position pre-select. It does take maybe a second to select gear up.