MB65E

3.14! He was always great to talk with. We tried to meet up on a few KTEB runs when I was frequenting there. Great taste in airplane and paint work! Tailwinds my friend! -Matt

Thanks DC, I’ll do that. I was just impressed the seal company responded to my email. They have both mil-spec’s. Was hoping someone had the full part number. -Matt

Little bit of a yoke restore project on an F model with a buddy. Kevin the gate keeper from Brittian gave me the base part numbers for the orings in the PC plunger. They used to order from a Tulsa seal company. I’m in contact with the seal company. The seal company is drawing a blank as Brittian hasn’t placed an order with their recent computer system downgrades. They can make the orings in question per the size on the Brittian drawing, however the Parker oring material, N0674-70, can be certified to—MIL-G-21569 or MIL-P-82745. The size is 2-006 & 2-010. Any takers on a MS oring cross reference or what Mil spec material is used? Thanks!! -Matt

Anybody have an old set of clean shafts and yokes for a ‘67F. Thanks! Happy Thanksgiving! -Matt

I’ll take the spacer! I have a J-client that will need one soon. let me know what you need for it. -Matt

I’ve sent 7 engines I think to Kenny. Awesome experiences each time. Metals change, older metals prior to 96 productions I feel were better than what Lycoming produced later on. Overhauling everything you can VS factory new parts is a way to keep the reliability. I really like the Alodined on all of the aluminum parts with the black barrels. This basically eliminates the flaking paint from lycoming issues. I painted my barrels, pushrods housings and Valve covers. Everything else is a goldish alodined. Great time to remove the engine mount and re-finish it too. I would do the DCL on any component offered. Amazing technology. As far as the oring on the case, I think it’s a great idea, but time will tell if the silk and Permatex vs the o-ring is better. I would race balance all rotating components along with porting and polishing. The cylinders will be better than Book values by far this way. Your wait time really depends on how many new parts you actually need. He can do most work in house, vs sending everything to Oklahoma. I would expect a new cam shaft, Rods, rod bolts, a rotating gear or two, Exhaust valves, new hoses and mags. But keep the bendix mags if you have them and overhaul them. Send it and let them work their magic! -Matt

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

M20’s I’ve landed with take off flaps quite a bit. It’s a shallow approach and I don’t really like it. It put you closer to the ground than I like. While I would normally be in the camp of Flaps, Gear, flaps. The manual flap Mooney’s would be different than any other airplane. Ie…Flaps up “monitor” until they reach Takeoff, then reposition the valve to down to stop the retraction, then gear up and then finish the flap retraction. The added bonus of monitoring the flaps, adds a situation that might be better to do gear first. Anyother airplane or jet should be flaps , gear, flaps. Falcon, like most aircraft, teaches to wait till positive rate for gear retraction. Gear adds stability during the go around and jets are sometimes slow to spool, I’m glad I had the gear down. I’m glad a stock Stearman gear is welded down. It’s the only airplane I’ve touched down in after I initiated a go around. Accept what’s infront! -Matt

Thanks Old search through emails confirmed a PN3A. Thanks PT! -Matt

Hi!! What is the part number of the bearing in the Elevator and Rudder? KP3 rings a bell. Search function is poor and it’s not in the IPC. Thanks, -Matt

Cliff, how did your test flight go? I’ll be interested in the data you obtained -Matt