Andy95W

@chunko- Where exactly would this fall into the FAA’s definition of a major alteration? This issue was addressed in 1994, reissued in 2001, and the quotation below is from a clarification letter written in 2015: ————————————————- The term "major alteration" is defined in 14 CFR § 1.1. As stated in that section: Mqjor alteration means an alteration not listed in the aircraft, aircraft engine, or propeller specifications- ( I) That might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or (2) That is not done according to accepted practices or cannot be done by elementary operations. —————————————- (PS- I’ve been an A&P for 25 years and an IA for over 20).

I’m with Eric. It seems like it’s gotta be either no compression or no fuel to those 2 cylinders.

One plug? Maybe. Both plugs? Not likely. What happens when you advance the throttle to 1500-1800 rpm? What happens when you lean the mixture?

I’m glad to have had the opportunity to know you, Andrew. Godspeed.

I suspect these comments here on MooneySpace are preaching to the choir. Other than a pro forma “any lead is bad” argument, nobody here has really voiced these issues. Your post would be incredibly important presented to Congress or the public, where I’d bet these facts would go absolutely nowhere. Think about it- if one small airplane crashes, people are in an uproar about safety. Meanwhile, every year over 40,000 people die on the highways, most due to drunk driving, but nobody pays any attention.

I’m really hoping that George Braly and GAMI can find a formulation that definitively doesn't affect paint or sealant and that still meets the detonation margins required for our engines. There seems to be a wide range of allowable percentages of the individual chemical components, perhaps they could even stay within the existing patent and STC. I hope they succeed. The mere fact that other companies with huge resources such as Shell tried and failed makes me cheer for the success of a “little guy” like GAMI.

That’s really close to my airframe time. It flew pipeline patrol for about 10 years.

If the release screw is set correctly, it shouldn’t be that bad. On mine for a go around I lift the lever for a three-count and push it back down. That’s really close to take off flaps. I hope you, your family, and your friends are okay with the fires in LA, Richard.

I just wanted to follow up on this thread since I was the one that started it three and a half years ago. I ended up installing the PS Engineering PMA 8000G about a month ago. I talked to Mark Scheuer ( @Mscheuer )the owner/founder of the company, at Oshkosh last year at the PS Engineering booth and I’m glad I did. I had been considering the Garmin audio panel but I’m really glad I got the 8000G. One simple reason- I’ve had some post installation questions and Mark gave me his cell number to call if I needed to. I guarantee nobody at Garmin would’ve done that. I’ve never been much of an audiophile and after 10 years in the Army and 35 years being around airplanes I’ve likely lost a good bit of hearing. But I was shocked at how clear and good the sound was in my headsets compared to before. I don’t listen to music while I’m flying, but I plugged in the music from my phone and couldn’t believe the clarity and sound. It’s better than my car, and my car is really good. Lastly, I love not having to adjust the squelch for the intercom. I decided on the 8000G over the 450 series primarily because of price (about $600 cheaper after all was said and done). Plus, I really like the large buttons and I really didn’t need 2 Bluetooth inputs. So anyway, I’m very happy with my choice and I don’t think you could go wrong with any of the PS Engineering products. I upgraded from a King audio panel and a basic intercom which I always figured “Meh, it’s good enough.” But this is really so much better.

That is not uncommon, assuming the pump was assembled correctly and the bleed down screw is correct. The flap pump is very difficult to get primed, and until it does it tends to just pump air. You can’t even bleed the system until you start pumping fluid. Worst case is you pull the pump assembly back out and pre-load the cylinder and re-install. Once it starts pumping fluid, the process goes fairly quickly. Usually, though, you just keep pumping the handle and slowly enough fluid gets into the cylinder that it starts pumping and you can bleed the air out of the slave cylinder at the back. Good luck, it’s actually a very good system that tends to work really well- once you get it done.

Is that the study @George Braly said they pulled out of because somebody there was attempting to infringe on the G100UL patent? I’m not pro or con anything here, but I’m definitely against theft of intellectual property and patent infringement.

How many hours on the engine? A camshaft replacement isn’t the end of the world.

Thanks Guy.

@Z W- thanks for the pirep. How much was the baggage door seal? Do you intend to do your door as well?

It is probably not your instrument cluster. There are 2 fuses between the shunt and the gauge. They don’t normally blow, but the wires that attach to them often break.

Actually, I didn’t either but I looked it up when these threads started. I wish it was like my car where I just put in the required octane and didn’t have to worry about it.

@DCarlton- if you don’t mind- how much is G&N charging for your 54 gallon bladder kit?

The fuel specified in the Type Certificate says “100LL or 100/130”. 100/130 is a specific type of aviation gasoline and is green in color.

I never said a single thing about the STC process or whether or not the FAA and GAMI adhered to it. I specifically said that an STC permits you to burn a fuel that is not mentioned on the Type Certificate (just like the Peterson Autogas STCs from decades ago).

Sorry to disagree, but I would say this is exactly in keeping with the spirit of the STC purely by definition. The Type Certificate for your airplane specifies the fuel to be used. For your 231, the TC requires either 100LL (blue) or 100/130 (green) fuel. To legally use something different, you have to deviate from your Type Certificate- by utilizing a Supplemental Type Certificate.

This is the switch I installed in series with the yoke pushbutton in my last Mooney, a 1967 M20C. Having the on/off toggle and a functioning yoke switch is really the best of both worlds. Turn the toggle on and the PC works normally. Turn it off and the airplane flies normally.

You’d be surprised at what we used to fly IFR in, and not that long ago either.

You guys are the best. Thanks!

I was wondering if anyone here had any experience in removing the speaker in an early Mooney, 1964 and earlier with the old style headliner. Possibly @takair or @cliffy? On a related note, does anyone know of a good replacement 4 ohm speaker that will fit (if I can get mine out, of course). Thanks!

Dank je wel!