DMM

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About DMM

  • Rank
    Junior Member

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  • Gender
    Male
  • Location
    :8A1
  • Reg #
    N1240X
  • Model
    M20E

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  1. Webb signed mine too. DMIR - Designated Manufacturing Inspection Representative
  2. I have a 64 model M20E. This was the first year they were produced. The AW cert was signed Oct 1963. So Mooney considers it a 1964 model but the FAA lists it as a 1963 since they use the cert date. As a side note, M.C Pearce was the test pilot and the plane flew for the first time on 9-28-63 (1.5 hours)
  3. EAA had a write-up summarizing the FAA administrator's remarks about the Modernization of Special Airworthiness Certificates (MOSAIC) Rulemaking Package. Nothing written in stone yet but article included the following tidbit: "Finally, Elwell announced a very exciting prospect for the legacy fleet. For older aircraft not being used for commercial purposes, owners will be able to exchange the standard airworthiness certificate for a special airworthiness certificate — similar to certificates held by experimental aircraft. "That means the owner will be able to install lower-cost, safety-enhancing equipment — the kind that is widely available for the experimental market — without an STC or 337."
  4. Its hard from to tell from the video but it appears that cylinder 2 and 3 EGT start dropping on left mag and the engine is running on two cylinders. I'd start by looking at those ignition leads and plugs.
  5. I hear what you are saying Hank. Recently a Mooney crashed after the pilot (apparently) control in IMC shortly after losing his attitude indicator. I'd say this will likely be counted against the pilot in future reports.
  6. That's a good question. AOPA publishes a yearly Nall Report with some good info. The 2018 publication includes 2015 data. Quote "As with previous years pilot-related was the major cause of non-commercial fixed wing aircraft accidents, accounting for roughly 74 percent of all total and fatal accidents. Mechanical-related accidents accounted for roughly 16 percent of accidents and 8 percent of fatal accidents. Other or unknown causes accounted for 10 percent of accidents and 17 percent of fatal accidents." BTW, I really like having a safety section! 27thNallReport2018.pdf
  7. My two cents. I have no particular expertise in this area but suspect the cotter pins broke from fatigue. If the head of the pin wasn't peened close to the nut face and/or the prong wasn't tightly wrapped against the bolt end, it would flex as the rod reversed directions during rotation. (see the figure Pilot64 posted). I guess after one prong broke off inertial forces could cause the other prong to straighten as the pin was pulled out. Of course using the wrong size pin or the wrong material could cause this as well. I would definitely want a full explanation from the shop on why this happened and how they plan to fix it. Good luck going forward - I know this has to be disappointing.
  8. I agree with Yetti about the lugs. Solenoids can intermittently make good contact. Are you confident you had a good ground during the voltage drop test? Also Aircraft Spruce sells Sky-Tec/Lamar FAA-PMA approved main (continuous duty) and starter relays for around $75.
  9. On my 1964 M20E the starter solenoid is located on the firewall -pilot side.
  10. According to Wikipedia the B6 has impulse coupled magnetos and crankshaft counterweights. I have no idea if these can be installed in an "E" https://en.wikipedia.org/wiki/List_of_Lycoming_O-360_variants
  11. I use a homemade closed loop dehumidifier. This morning the RH in the hangar was 67% at 50 degrees F. The air in the crankcase was 34%. Hopefully this improves my odds - who knows for sure.
  12. If the plane is in trim and flys hands off, I would try cleaning and re-seating the electrical connectors. I read somewhere that the left/right course and HDG deviations provide a voltage differential. A dirty connector can bias the voltage. Take all this with a grain of salt - I'm no expert. Just telling you what I would try.
  13. I agree with all the above comments. The same thing happened to mine several years ago. Altitude hold got intermittent and would often oscillate. As a last ditch effort I sprayed the pitch servo with electrical contact cleaner (sprayed the end with the brushes). Its been working just fine since then. I read somewhere that the brushes wear and all the dust causes problems.