Yetti

Where is your FF transducer installed?   There was a picture of one installed between the divider and servo that seemed to not be in accordance with instructions.   Also if the transducer is getting close to the exhaust....    So check the fuel lines from mech pump to the injectors.    Take pictures while you are there. Could also be a FF transducer that is gumming up.

I vote mechanical pump going south.  On the ground Prime with elect fuel pump.   When fuel cut off is closed.  wait and see if it holds pressure.  

I think there is a sticker on the outside of the radio that says what pot is what.   This may have it identified.  http://www.aeroelectric.com/Installation_Data/Bendix-King/KX155_IM.pdf

You may need to reground your antenna or check your coax.

http://www.aircraftexhaust.com/nav.cfm?cat=11&subcat=67&as_id=8&mg_id=74&display=modelgroup

air boot looks about right.

What is interesting on that thread is it looked like the corrosion was in the places that are supposed to be checked.  Wheel wells, under the back seat,

Order the CD from the FAA

3 hours ago, Marauder said:

It is more sexual in nature. There is a nice seat vibration going on. In fact, I want to fly more often because of it.

Aside of the seat vibration, it is noticeable through the yoke a bit and if you have flown a plane a while, the ambient sound is off.

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So it is rotational in nature.  Things that come to mind.   Alternator bearings and belt.  prop and spinner screws.  Engine.

is it a clank clank  or the wiskey compass vibrates more?

What you are up against to do a full reseal.

When I say good, I mean airworthy.  No sealant flaking off, proper patching procedures followed and signed off.

So is one tank better than the other?   I would probably focus on getting one tank to be good then fly to get a reseal.  Patching is not hard, just time consuming. Even the process to do your own full reseal is not that hard, just time consuming.

You do realize there is a plane to plane aspect of ADS-B.   So that helps also.   I think the reason the ground does not transmit continuous is they wanted people to buy into the program.

It does not look like the Type of ADSB Equipment is part of what is transmitted.   They may know based on what is submitted on the original filing.  

The data sentence would be pretty easy to recreate.  Just need a transceiver

http://adsb-decode-guide.readthedocs.io/en/latest/introduction.html

I was helping the professional mechanic with a plane that had a new 530W installed 5 years ago and then did not fly.   The mechanic was wondering why things did not work.  We had to do the press the buttons many times to get them to work.  Then had to do the same thing with the audio panel. Same thing with the 430 that had been upgraded to 430W. Lots of clicking to make things work.

I would do this.

The 100 hour inspection is on the Mooney Website.

1. Pull the rear seat.  Open up enough of the inspection ports to check the spar.  Mirror, light and cellphone.

2. Open the inspection port on the rear of the wing closest to the cabin. You can seem more of the spar there.  Flat head counter sunk screws are tank covers don't open them.

3. Check the rear of the wheel wells for corrosion

4.  Fill the tanks for 24 hours and see what comes out around the screws.

5.  lift up on the tail.  See how much play   Part of preflight.

6. Run the trim all the way up and down.

7. The rest should just be the "does everything work as advertised"  How does it fly.

There is an SB to change the toque value that is written on some valves to a lower value so things like this don't happen.

If you add the speed increases of all the speed mods you can do you should get the plane to go supersonic

Sailing on White Rock Lake in Dallas you can feel the wake turbulence off the City Busses.

My DPE was 88. He had to quit because his eyes would not pass I think at 91.  You have to keep moving.  My transition instructor said "There is your last flight one you know about, one you don't."

The KT74 seems to be installed in the Mooney under TSO not STC  So it would seem that TSO rules are in effect. I still have not figured out if you need a field approval to install the TSO radios in the plane.   The radios usually go on the installed equipment list.  The Protocol used to transmit the data is the same as the

Serial 9600 baud with a standard message sentence.

Since the radios are not on theMoony Type Certificate.   You would not need a Supplemental Type Certificate  to install them.  Maybe a field approval to take them on and off the installed equipment list.

My head hurts can anyone explain this governent regulation better.

Maybe.  Not saying that you could get this past an inspector because their knowledge is probably below this level.   FAR 91.227 the way I read it certifies the transmitter to be within spec and be able to broadcast the information properly.  AC 90-114 says the same.  If the position source can supply the appropriate information weather it be a $15.00 USB GPS talking to the Glasnons system or a $15,000 GPS chip doing the same thing  I am not seeing the difference since the transmitter is still sending the correct information and it will pass the ADSB Flight test.   At worst it would seems like a field approval would suffice with appropriate ground testing showing good information if flowing. Note section of the KT74 manual section  1.28 and 1.29

Since this is a Trig unit and it meets transmit performance standards seems like the law is complied with.

4 hours ago, Alan Fox said:

If an AD states that the aircraft must be removed from service until compliance , then the answer would be NO , as you must have an IA to return an aircraft to service , an aircraft that has been removed from service.... If I read the regs correctly...

 

If we are on remove to service/return to service.  As that would apply to all maintenance. 

FAR Part 91.407 (a) (1)

(a) No person may operate any aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless ...

(1) It has been approved for return to service by a person authorized ...

Seems like an owner is RTS after an oil change.   

I would think the AD would have to state an IA would need to RTS or we could just go with "person approved"  

In the 90s I looked at a new diesel ford truck.  The diesel option was $5K more than gas.  I figured 125K miles to break even for the diesel engine.  I had kept my previous truck for 176K miles

There are three pins.   One of the pins fires the relay.   Most chargers won't  fire the solenoid. You can get the plug at mcmaster carr.  You could have another battery that is hooked up to a charger and plug that into the plane.