MB65E

We are a full page into this which out knowing what engine? If lycoming. What is the idle mixture rise? I have two Fuel injected Lycoming’s quit on Mooneys. Both I had previous issues with idle mixture response and adjustments not working. Thankfully only one was inflight. both required new fuel servos. -Matt

I helped a buddy in buy a Cherokee 140 from them that had a freshly painted H-Stab. Turns out that the entire stab had several cracks. The cracks were bondo’d over and painted. Owner needed to buy a serviceable tail. Indy said sorry… -Matt

Thanks! I was able to correct a ground issue today by routing another ground wire. It’s insane to send the ground through two connectors. The unobtanium switch was bad too. Alan Fox to the rescue. Installing a WX31 10a switch breaker to get by until the factory switch arrives. -Matt

Why did Mooney ground the other side of the Pitot through two connectors in the wing and panel all the way back to the cockpit? Also, is the pitot tube polarity sensitive? I would think it’s just differential voltage. Troubleshooting a J models system today. thanks, -Matt

Swing the gear. Otherwise this could be you! -Matt

I bet you could buy Mooney for a couple hundred thousand. But then assume a $15m loss from sloppy accounting from over the years, and a bad lease agreement with the city. The only thing of value is the type certificate which should be protected by an owner interest group like many others. Swift is an example. -Matt

Horrible product. Certified airplane, Power supply failures sub 200hrs multiple times. I put dual slick impulse couplings on as a fix. -Matt

But that might be just the invoice portion of the software the shop uses. I’d still ask. Overall solid inspection. On a side note with the connecting rod AD, how are others signing off if affected pN installed? Complied with AD, no metal found?? -Matt

That’s a great log entry. Separate Ad log is a talking point. All that is required is that the AD is signed off. I list them in the log entry with my sign off like they did vs providing a separate AD log. I just did an annual on an older C model. Log entry was LONG!! I had over 62 hours into it. A Normal full service annual no issues is 20-25h. It also takes about 3 years to get the hours down to that number for the inspection. One thing that could be better is there is not a statement of airworthiness. They did comply with the checklist but… “ I certify that this aircraft has been inspected IAW and Annual inspection and was determined to be in an Airworthy condition at this time. This aircraft is approved for return to service.” END -Matt

I don’t think it’s from your Airplane. If it was maybe look near the alternator attachments and brackets. There is a lot of movement up there. -Matt

As a tech, they would not have messed with the rigging. I’m confident it was like that prior to the ding. Mine are not exactly straight either. I think it does help the roll . Aviat MFG, on the Pitts and Huskys, some are over an inch off between sides in the balance horns. I wouldn’t worry about it. It would be difficult to put the horn on crooked. -Matt

Nah, the tail doesn’t rotate there or into anything. There was some impact damage that happened on the edge followed by some rain and that’s the result. LASAR and Mooney made those parts out of the worst polyester fiberglass process available. Leading edges will deteriorate if un-protected. You could drill off the Fillet and repair it, but I’d wipe it clean and throw a little epoxy on it and be done. -Matt

I’m showing .160 on the thickness. Two different widths. .580 and .800

Let me get the exact dimensions. thanks! -Matt

Hi GeeBee!! Have you made the cowling rub strips for KingAir and Pilatus? This is a silicon looking/rubber seal that is bonded to the nose cowls on the PC-7. I need about 23ft of the material. Est 3/16” thick, by 5/8” wide. Any recommendations? -Matt