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nationwide

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Everything posted by nationwide

  1. nationwide
    I am definitely thinking about the ElectroAir.
  2. nationwide
    That’s great insight, thanks for this, Steve. I had 3x failures of Bendix mags too; I’m aware of Slick’s reputation but my experience has been neither is markedly better.
  3. nationwide
    CHTs? I keep them 380 or below. I don’t have a digital oil temp reading but it’s always in the bottom 1/3rd of the stock analog gauge. Don't know when it failed. Flew fine one day. Went to fly the next and failed the run up check (died on bad mag). i think I’m going to start doing a mag check on the termination of every flight now too.
  4. nationwide
    I don’t have any pics, unfortunately. The local mech sent the mags for overhaul. I don’t think I have any part of those mags anymore because both were here, complete, at the same time. I’m still awaiting a core charge refund when the old ones go back. It was $1K for this btw—not including the core charge. That seems like a lot to me. I thought my other mag overhauls were more like 500.
  5. nationwide
    My ‘86 K, s/n 25-1057 has it. Ironically, I never use it.
  6. nationwide
    This particular one was a failure in the secondary coil...it was “open” (no continuity). Unfortunately, many of the prior failures weren’t investigated deeply enough or weren’t documented thoroughly, and I wasn’t smart enough to ask the right questions (probably still aren’t......).
  7. nationwide
    Wow....great
  8. nationwide
    So I have a ‘86 252 that has had more than its fair share of magneto issues, the latest being a failure of a 40-hr (Slick......) mag. The AMT asked if I’d thought about having a vent tube put in to keep the mag temps down. He said the failure mode (secondary coil) suggested damage from chronically high temps. I’ve never noted anyone disussing this issue on any model Mooney. Have I just been living in a bubble? Has anyone else had a chronic mag problem?
  9. nationwide
    Well, after finding a nice (but $$$) hangar at Felts and renting there for the past 1.5 years, my landlord is taking his hangar back. So asking the same question, if anyone has any leads. I would accept space in a communal hangar. GEG or SFF preferred. Thanks!
  10. nationwide
    Paul, sending you a PM regarding your install.
  11. nationwide
    There’s quite a few threads about that topic already in progress; you’ll have a more productive discussion in one of those. Try the search function or just peruse a couple pages (Max) of the panel discussion area.
  12. nationwide
    The shop did file 337s for the Aspen install and the G5 install. But on both 337s the verbiage was “...installed per STC xxx ...” as appropriate, and neither references the other or otherwise ties the two together. I don’t know what happens to 337s once they’re filed or what kind of oversight they get. I do know that my installer says he has been “called on the carpet on this one”. I think the central issue is that they weren’t really installed per the STC. And without a field inspector seeing the plane, there’d be no way for them to tell. I guess you and your shop aren’t worried. That’s a good data point. I’m curious what your shop’s justification is, though. This is two shops now (the one recently and my installer who has backpedaled) that think it’s not legit.
  13. nationwide
    Asking for a friend...... ’86 M20K, had a Aspen EFD1000 Pro installed; no additional battery besides the internal. This replaced vacuum-driven King KI-256 ADI and a KI-55 HSI. Since these were the only remaining vacuum-driven items on the plane, vacuum system was removed. Legacy airspeed, altitude, and turn coordinator were all retained. A G5 was installed as a backup attitude source. Now learning this may not be a legit installation because the STC for the G5 doesn’t allow its use as a backup attitude source (the G5 apparently isn’t TSO’d in this installation; only TSO’d as the backup to a TXi), and the STC for the Aspen installation requires a TSO’d backup attitude. My question—Has anyone gotten a field approval for this (or a similar) setup?
  14. nationwide
    So my family and I are moving to Spokane WA this summer and need to find a new home for Sparky, our '86 M20K. It's pretty hard to find a T-hangar, which is what I'd prefer. Anyone have a lead on an available individual hangar at any of the airports around there, like: Spokane (Felts) KSFF Spokane (Geiger) KGEG Deer Park KDEW Coeur d'Alene ID KCOE
  15. nationwide
    [Maybe more than] A bit off topic now...it is hard but brittle (poorer elongation), especially in the 6% Aluminum/4% Vanadium alloy, although it is "stronger" (higher tensile, yield, and fatigue strength) than 3 Al/2.5 V Ti alloy. Not a metallurgist, but I'm assuming if Ti were a better choice it would've been done by now. Ti is expensive but that's likely not the driving factor.
  16. nationwide
    That's good info to know, thanks
  17. nationwide
    He found rubber and steel fragments in the oil screen which they believed was from a mag cushion drive and mounting cone (mag woes, and what seems like some A&P buffoonery concerning same, are one of the issues I've dealt with since owning the plane). He pulled the mags and accessory case to make sure there was nothing else. I don't even know what that entails. I've been wondering myself what the engine looks like now. I want to ask him "Hey, can you take some more zoomed WAY OUT?"
  18. nationwide
    The mech is taking more photos. I will post what I get.
  19. nationwide
    Ouch...those lifter surfaces look really bad. I'm glad the new engine is working out for you!
  20. nationwide
    What did your cams look like when they started failing?
  21. nationwide
    The oil analyses have been decent. Some very good but an occasional one with elevated iron; usually after a period of disuse. No appreciable metals in the screens or filter. Sadly I've only put on 38 in the past 12 months but 15 have been in the last 3 weeks. The SB seems to allow some cam lobe corrosion as long as it is not cracking. Apparently it's not a terrible job on the TCMs to pull lifters. The camshaft is a different story of course. My A&P has said he is "concerned" about the amount of corrosion but I haven't spoken to him yet, only got his email with the pics. I am getting the rest borecoped but haven't heard the results. Due to the age of the engine and some other issues I've dealt with unrelated to the cams I'm leaning towards throwing in a factory reman and treating the thing right (flying frequently) right off the bat. I'm on my iPhone...didn't see a way to change the thread title...you're right--that would've been helpful.
  22. nationwide
    I use AS 15W-50 all season. PO used that and also P 20W-50. I have not used Camguard. Don't know if the PO did or not. Clearly it has not spent a lot of its time flying.
  23. nationwide
    Hey all, So my 28-year-old (but 500-hr) TSIO-360-MB1 is in annual, and there's corrosion on the cams and lifters (see pics). I am TCM SIB 05-1 aware. Posting here for you to share your thoughts. Have you had cam corrosion on your Mooney? Or worked on them? How does this compare with what you've seen? Jason
  24. nationwide
    Very glad to hear this! How long did they take? Was it short enough to be able to stay with the plane (couple days)?
  25. nationwide
    For future searchers...found this today also. Trying to keep good resources all compiled in the thread: https://mooneyspace.com/topic/4248-good-seattle-area-avionics-installer-needed/
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