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mooniac15u

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Everything posted by mooniac15u

  1. mooniac15u
    That button isn't related to the emergency gear extension. It allows you to override the squat or airspeed switch to retract the gear.
  2. mooniac15u
    There's a procedure for partial retraction in the maintenance manual (section 32-60-01). It specifically cautions against using the circuit breaker as a switch.
  3. mooniac15u
    How do you relocate the rear seats rearward? The structure below them can't be moved. Does the front of the seat no longer align with the structure? Do you have a picture of this?
  4. mooniac15u
    Agreed. I wasn't trying to make the case for electric over manual. I've had both types and although I do like my electric gear and flaps it's not because I think they are inherently better mechanisms. Of course it may be a challenge to source a doubler right now.
  5. mooniac15u
    I don't think that's true. SB 217 for the doubler wasn't issued until 1979 which is long after they had switched to only electric flaps. If they had known about the problem in the late 60's and started adding doublers for new airframes the SB would have been issued at that time. Also, the mechanisms function differently and attach to the spar differently and the SB clearly states that it's only for planes with hydraulic flaps.
  6. mooniac15u
    The FAA says this is serial #111. Serial #101 would have been the very first M20E.
  7. mooniac15u
    I think you need to verify these restrictions. The only full-power time restriction I've heard of in Mooneys is with an IO-390. If you have an IO-360 you should be able to run it at full power for more than 5 minutes. The Top Prop brochure says this about continuous operations: "Placard – “No cont. ops. Above 24” manifold pressure between 2350 to 2550 rpm” (M20E, M20F only)" https://hartzellprop.com/wp-content/uploads/Mooney-Combined-PrcSht-Order.pdf Which again allows you to remain at full power. The limitation should be documented in the STC paperwork.
  8. mooniac15u
    Oil Temp on the left and Cyl Temp on the right. Those scales look right to me. What do you think is incorrect?
  9. mooniac15u
    The voltage regulators all seem to have overvoltage protection built in. Is there a separate relay somewhere else?
  10. mooniac15u
    I think you're talking about @KSMooniac.
  11. mooniac15u
  12. mooniac15u
    That you use an apostrophe when you make Mooney plural.
  13. mooniac15u
  14. mooniac15u
    Solubility generally increases with temperature. Less water should dissolve in avgas in cold weather.
  15. mooniac15u
    The same thing happened to me on the first long trip after I bought my M20J. The plastic cracked around the metal bracket. I put some tape over it to keep it from getting worse and then repaired it when panel was off during the next annual. I removed the metal part and repaired the crack using some of the solvent-welding techniques described in some other threads here on MS. I reinforced the area behind the bracket by gluing a small piece of ABS to the back of the panel like a doubler. The repair has held up well for 8 years.
  16. mooniac15u
    I sent you a PM.
  17. mooniac15u
    I could use a pair for my passenger if they aren't already spoken for.
  18. mooniac15u
    Here’s the original post from Facebook and a couple comments from the OP clarifying that it’s a joke.
  19. mooniac15u
    I use the same Keyspan serial to USB adapter with an older version of EZTrends software. I don't see EZData listed on the JPI website so I'm not sure if that's the same software. It's been a while since I set it up but I recall that it took some configuring of serial ports on my laptop and it seems to matter which USB port I plug the Keyspan adapter into. There's a little bit of black magic required to make it work so I just keep using the same ancient laptop and I don't change anything on it as long as it works.
  20. mooniac15u
    Here's where you said you believed that the only failure that could take out the dual mag that didn't take out independent ones is the failure of the driveshaft.. I pointed out a specific, known failure mode. A failure mode that you were unaware of that could affect your aircraft. Of course anything falling off an aircraft could affect it but not everything has a history of causing accidents to the extent that there is an SAIB about it. To argue otherwise is just being disingenuous. You now know about the SAIB. You're welcome.
  21. mooniac15u
    You said you weren't aware of any failures of the dual magneto. I pointed out a known failure mode that was common enough for the the FAA to issue an SAIB and you decided to belittle my choice of words. Nice!
  22. mooniac15u
    There is a serious risk of failure of the dual magneto if not mounted correctly. https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/0/1c2b04ce0081a3ff8625786400532072/$FILE/NE-08-26R3.pdf
  23. mooniac15u
    I think you're right that they are spliced into numbered wires. It might be easier to see the numbers in this version.
  24. mooniac15u
    The wires all seem to be labeled. Have you looked at the electrical schematic for your serial number?
  25. mooniac15u
    Have you checked the seal on your fuel caps? When I first got my J one of the caps wasn't sealing tight. When I topped the tank on that side the fuel level would contact the rear part of the cap during a climb and the low pressure on top of the wing would pull fuel out. I could smell fuel when that was happening and during one flight I could actually see the fuel coming out. Once I replaced the o-rings and tightened the cap a bit it stopped doing that.
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