neilpilot

My A&P reports that the sender worked fine (0-30 ohm) when bolted on a Piper tank and moved by hand. Friday I plan to first take a look in the tank using a borescope or inspection camera, and then go from there. Will report on my findings this weekend.

When I started to fly in 1971, I picked up a radiotelephone license that does not have an expiration date. Does it still suffice as the individual license?

Waiting to hear how the sender does when bolted on a Piper tank (see post #16). #N201MKTurbo - finally something that makes sense, that I may be able to try. Not sure I can fish a string through as you suggest, but if the sender checks out on the Piper tank that's what I may try before we remove a tank inspection panel. #DrBill - there are L & R senders, but I've triple checked the part number against the Mooney parts listing. I also took a photo when the senders were removed for OH, and the correct sender is in the R tank. #Aw_Charlie - stock tanks with no work done for many years. No ready to try bending the float wire yet. So far larryb (post #13) and N201MKTurbo (post #17) seem to be the front runners for that free lunch. Updates to follow.

As I indicated above, when mounted in the tank the sender resistance is not increasing with fuel level. This measurement is taken with the wire disconnected, and has nothing to do with the condition of the wire. Tomorrow I plan to bolt the sender to a Piper’s fuel tank my A&P has out of the aircraft, to determine if there’s an internal short to ground. If the sender checks out good (runs to 30 ohms when the float is moved up), I will consider Don Maxwell’s suggestion to open my right tank panel so I can move the sender by hand with it installed (something I really don’t want to do).

#Don - I appreciate your suggestions. Unfortunately the issue is there's an unexplained change in resistant (too little) when the sender is installed. See you at the Mooney Summit in 2 weeks. #larryb - so far, your suggestions are most appropriate to the problem. I also think there may be a short occurring internal to the sender when the mounting screws are torqued. I tried to simulate this at home by putting hand pressure on the mounting flange, and saw no difference. But in my mind this is the most likely problem. If one or more of the 5 mounting screws was too long, I don't see that that would cause any problem (and all the screws are OEM). I also realize that density difference might cause the float to sink in fuel even though it floats in water, but Air Parts of Lock Haven did install a new float with the overhaul (still a possibility), and it's very buoyant in water. As to interference in the tank, while I can't absolutely rule this out I don't feel any resistance when inserting the float, and the limited view I have in the sender hole while shining a light in the fuel filler looks fine. I will consult with Air Parts of Lock Haven this week, and promise to post the resolution when (if?) the problem is solved.

N78940 is a 62C

Don - yes I have, and the sender works perfectly outside the tank, grounded to the aircraft. When it's in the tank, it gives me 0-2 ohms with 50% fuel. Outside the tank, I get 15 ohms with the float elevated halfway and 50% on my fuel gauge when connected to the sending wire and grounded to the aircraft. Did I mention that this makes no sense? That's why I posted, in the hope that someone has experienced this issue or can suggest a path forward.

#carusoam - afraid not on the free lunch. Problem seems to be the opposite - for some reason the sender is going to ground when it should be showing resistant. If the resistance at the sender was high (for example, due to a corroded connection) the fuel gauge would read high, but it reads empty. #cliffy - good suggestion, except the float installs using 5 screws that are positioned such that the float will only install in the correct orientation. Keep the suggestions coming!

Resurrecting this topic since we still can't get right tank fuel sender to work. My A&P and I are both stumped. This sender, part 5641991, was overhauled by Air Parts of Lock Haven [only one sender per tank in 65 M20C] With sender out of aircraft, it functions properly. During manual float travel, the resistance moves from 0 up to 30 ohm. With sender installed, tank always reads empty, even when full. The resistance at the sender is only 0-2 ohm irrespective of fuel level. Panel gauge and wire to sender check out fine. Gauge has worked properly using a decade box and also when connected to the sender (outside of aircraft). The float does "float" when tested in water. The insulating washer and nut on the sender has not been disturbed. This sender has been in and out of the aircraft 3 times, always with the same result. This seems to make no sense; the sender works fine on the bench but seems to be grounded (or the float is not moving up) when installed. Lunch to the first one who solves this problem.

After 20+ years in a 64E, I've been in a 65C for about 1 year. Both with 3-blade prop. The climb rate maybe a bit lower, but I don't see much difference in cruise. The C does start much easier!

A change in ownership does require a new FCC Form 605 application - the license becomes void when the aircraft is sold.

I don't know this aircraft, but I have had 18 of my ~24 Mooney annuals done by Jewell Aviation, the shop in Kennett MO that did his engine rebuild. This engine shop does good work (I only had them do a cylinder, but know other's who fly behind their rebuilds). After they did my annuals from 1995 thru 2000, had Maxwell do an annual since he was doing a 1-piece windshield and bladders on my 64E. Based on what Don found, and my experience since then at Jewell, the annuals and occasional maintenance I had done were done well. I don't know if Jewell has also done the annuals on this aircraft. As to 3-blades on 4-cyls, I switched to a 3-blade on my 64E after a prop strike and initially had some vibration. After a dynamic balance, vibration was a non-issue. Might have lost 1 kt but definitely thought I gained better climb and decent characteristics. Bought my current 65C in 2012, with existing 3-blade, and engine and prop are very smooth.

May be a reason to turn BOTH of the transponders OFF!

Any recommendations on where to RENT a short body M20, preferably with manual gear, for a few hours of intro flight with a CFI? A potential Mooney owner in the Memphis area who wants to try before he decides to buy Mooney.

I've done many Angel Flights and dog rescues, but in 2006 rescued a Snowy Owl that had wandered too far south into Arkansas. Required a Federal Fish and Wildlife Permit.

Epps was fine, and apparently they discount their fuel $0.40/G on Sunday (weekends?). Was posted at $6.65, but I was charged $6.25/gal, not exactly cheap but competitive for close in Atlanta and MARTA access. Ramp fee ($20) wavier with 20 min fuel purchase.

Plan to drop off a student Sunday, who will be heading for MARTA in Atlanta. I have no recent experience in the Atlanta area, and currently planning to use Epps at KPDK. Is there a better alternative?

My 64E also had a hand crank step. I used it all of the time, for 23 years, and it never broke. Now I have a 65C, the vacuum step was removed by a prior owner, and my wife misses the step.

Actually, when I bought my 65C last year the original vacuum step had been removed. My wife hates not having a step, so if there's a fixed step for sale (cheap + $1) that I can install that would be great.

Hallo Bernd, My good friend keeps his M20K at EDML (Landshut), and I know a M20J owner also based there. Have a little Mooney time Munich-to-Berlin. I have 2000 hr in a 64E that I bought in 1989, and that was totaled in a bean field after a fuel injection failure (July 2012). I now partner a 65C hangared at KAWM. Relatively new to Mooneyspace, but have been a lurker on mooney@aviating.com and Mapalist for some time.

Careful spinning that F Mike, she really can behave badly.

The rescues I usually fly are dogs for ARF and PnP. In Jan 2006 I transported a Snowy Owl on a rescue flight from mid-Arkansas to KCPS. The owl's final destination was a raptor recovery center in Wisconsin. Transport required a USFW permit. IIRC the owl's height was around 24" and she had a 4.25' wingspan. I though she was a big bird.

I've run tanks dry intentionally in both the C and E models. With the sTec in altitude hold, no altitude lost, just a moderate speed reduction during tank switch. Sometimes fuel pressure or a bouncing level gauge was an imminent warning that the engine was about to quit, but not always. Note that the injected IO-360 in the E would quit immediately, while the O-360 in the C would continue to sputter and never quite stop during the tank switch. I suggest you retard the throttle before refiring, if possible, to prevent overspeed on restart.

I use HEET, one bottle per side, if it goes below 20F and/or I'm concerned about residual moisture. Can be found in the PMN section of many auto parts stores. Be sure to use HEET in the red bottle, since the other formulation is methanol which is not good for the Mooney. I once met a pilot who would use rubbing alcohol. That is isopropanol in water and does not go well in the fuel system. BTW I make isopropanol at work, which we burn as a supplemental fuel in our steam boiler. Sometimes tempted to "borrow" some, but that's not worth the hassle.