Mikey30V

Short version: Pin 3 in the 4-pin round AMP "squat switch" connector (not the switch itself) had backed out of position in the connector body, producing a high resistance connection going to Squat Switch terminal 1. This allowed the gear to unlock from the Down position when UP was selected, but would stop the gear motor almost immediately. No audible alarm was sounded. Gear went back down and locked when DOWN was selected. Long version: My 75 C model exhibited an interesting malfunction on 13 November. After flying five circuits in the pattern working on speed control on final, the gear refused to retract on the sixth takeoff. I got a GEAR UNSAFE light but no audible alarm, and the gear breaker popped. After resetting the breaker the gear lowered when selected, but another try to raise gave the GEAR UNSAFE light again but with no breaker trip. Figuring that my air-work was over for the day, I selected Down again and got the green lights, subsequently landing and rolling out uneventfully. On jacks the next morning, the actuator sounded terrible--like it was bound up. A check of the voltages at the A1 terminal of the Gear Relay showed unusual voltage when it should have been showing zero volts to airframe ground when the gear was going UP. Further investigation around the left gear leg uncovered the problem in the Squat Switch AMP connector (original to the airplane). After reseating pin #3 and inspecting and cleaning the connector, gear operation was again normal. Suggestion: If you suspect that you are having a problem with the Squat Switch, locate and inspect the round AMP connector supplying it. Contacts inside an old plastic connector body can move out of position and give intermittent or no electrical continuity.

As I just came out of Annual needing to fix a 400 fpm leak in my static system, I attempt to attach the Circor/Circle Seal cut sheet for the alternate static source valve on my 1975 M20C. As previously noted, the valve does not appear in the M20C parts manual. My M20C was equipped with the blue-handled 9959B-1PP, signifying that is body is brass and its o-rings are Buna-N rated to 250 degrees F. My shop replaced the o-rings and resolved the static leak. Marauder's photo of his red-handled valve shows that it is probably a 9532B-1PP, with Viton o-rings rated to 450 degrees F. A green-handled valve would be a 9533B-1PP, with Neoprene o-rings rated to 300 degrees F. My valve, which I presume to be original to the ship, is stamped with a 2000 psi rating. Seems strange that a 2000 psi rated valve would be used on an aircraft static system. I hope this may be of value to those of us with pre-201 Mooneys; they switched to a different push-pull valve (Shaw Aero A1390) for the M20Js as described in a previous post. MJM 9500_series.pdf

Thanks; I've been trying to decide voltage vs. frequency for the CiES ever since I started getting Fuel Mismatch and Low Fuel warnings on a round trip from EVV to Gulf Shores earlier this month. The totalizer was spot on for fuel consumption at the end of both trips. The JPI 900 displays the option to select Voltage or Frequency in configuration mode, so unless JPI tells me that they need the unit (new August 2018) back to the factory, I ought to be OK. Frequency Mode it shall be for 30V!

Do you have the "voltage" or "frequency" CiES sensors? I have a 1975C model with a JPI 900 that is operating with the OEM sensors in "voltage" mode but is apparently capable of either sensor mode. Below about 10 gallons/side, the sensors are getting a little "notchy" and hesitating to decrease their output with the falling tank levels.

The first time that I read that joke, the old fighter pilot was Free Polish and fighting for Britain. The Poles, of course, had ample reason to hate the German Fokkers, whether the Germans were flying JUs, MEs, or FWs.

The 2xxx Al-Cu and 7xxx Al-Zn-Cu alloys are heat treatable and can develop high strength-to-weight ratios desirable for aviation. Alloy family 2xxx was once known as Duralumin and was developed early in the 20th century for rigid airship frames Alloy family 7xxx is stronger per unit weight than 2xxx and appeared in the Mitsubishi A6M2 Zero early in WW2 and in the B-29 late in the war. The relatively poor corrosion characteristics of 2xxx and 7xxx can be ameloriated by mechanically bonding a thin surface layer of high-purity aluminum to the strong alloy substrate in what is called the "Alclad" process The 6xxx Al-Mg-Si alloys are heat treatable but are not as strong as 2xxx and 7xxx. The 5xxx Al-Mg alloys are not heat-treatable but have better weldability than other alloys.

But it's 2xxx Al-Cu and 7xxx Al-Zn alloys that dominate in aviation, and they don't tolerate aqueous Cl ions like some other Al alloys do.

My mechanic said last year that if the induction tube gaskets at the cylinders are leaking, the high vacuum at low power settings will make one or more cylinders run lean and pop. Last year he changed my induction gaskets (but not the induction hoses, and not the exhaust gaskets) and my popping problem on short final and in the flare went away. Might be worth a look at the induction gaskets if they are over 5 years old.

I thought that Hubert Dwyer kept the wreckage of the Bonanza for years after the crash, and did not de-register N3794N for nearly as long. Maybe an Internet myth/legend?

If Denver still had the HGM-25A Titan Is at Lowry AFB . . . The section of the "1" just above the base is over what is left of the Hanford Works!

Can't say that I know anyone from Berry. I used to help make Alcoa aluminum.

No, you "get a rope" for New York City (NEW YORK CITY???), at least according to the old Pace picante sauce commercials. Out east of Lancaster is the Strasburg Railroad and the Railroad Museum of Pennsylvania, should you be electro-mechanically inclined.

My 1975 C experienced the same problem in cold weather when I was based in Davenport Iowa. The shock discs had lost resilience at low temperatures, so they failed to keep the squat switch on the left gear leg actuated during gear operation. Once the airplane was in the hangar the gear would never fail to function. After changing the shock discs, no more problems. So far I have not had to install the override push button as Marauder has done.

Running at low RPM/high MAP and lean is essentially what Charles A. Lindbergh taught the P-38 drivers in the Southwest Pacific to do in order to extend the Lightnings' combat radius.