Gary0747

All I have left in my 67F that uses vacuum is the Brittain turn coordinator/wing leveler and my retractable step. It seems like a waste to be operating the over capacity, unreliable vintage pump. Does anybody know something more reliable and with less capacity that could replace the current system?

I was letting down from 9000 ft yesterday at 15 in MP ans was seeing cylinder temps as low as 215 degrees F. I was flying not having installed my winterization kits yet in colder weather than I had forseen. Does anybody know if Lycoming cylinders have a low temperature operating limit?

No it was not Bob. I remember Bob was quite active both at Mooney conventions giving seminars and on the Mooney-Aviating.com mail list but have not heard from him in years. Did he crash too?

We used to have a pilot on original Mooney list 15 or 20 years ago that did a lot of flying on the west coast at high altitude in his 252. I think his name was something like Akamil. One day while flying in the 20s his straight weight oil congealed and he lost his engine. I have never used straight weight oil in the winter since learning of this.

I am getting a water leak on the carpet below my baggage door whem parked outside in heavy rain. It appears to becoming through the latch lever. There is a large opening wth no gasket to seal around it. I can not see anything in my parts manual either in the way of a gasket. Has anybody seen this problem and solved it? 67 F While I have the upolstery cover off the inside of my baggage door I am considering adding the emergency release cable. Does anybody have link or description of how this is done?

Perhaps I am over cautious but I have never flown with people in the back seats and an empty seat in front. I may be driven by some of the old Bill Wheat stories of the Mooney certification test flights where he related to difficulty recovering from stall spin tests with aft CG. Even within the envelope the recovery is always best with forward CG.

Although it does not apply here it is important to note that if one gets sufficiently below Vx but still above the power on stall speed that our relatively under powered airplanes will enter a regieme where they will virtually not climb at all. We sometimes call this getting behind the power curve. So with the trees approaching on take off our gut reactions are to pull back on the yoke which if we are at Vx will only make the situation worse. I am not sure this is as big a hazard when flying a higher powered aircraft?

The footwell crushed around my legs, but I was able to pull them out on my own only with minor abrasions. My plexiglas windshield was shattered and I have some lacerations on my head and bruising on my right arm. My wife was in the back seat next to our 13 month old son, who was in his car seat. My wife has a fair amount of bruising and soreness. My son has minor rash from his car seat restraints. Fortunately the home was unoccupied. We are very fortunate I wonder where was the CG? It looks like two pasangers in back and an empty seat in front? Full luggage? Rear CG makes it easer for departure stall.

My nose gear doors are getting a bit thin at the overlap areas. Chafing tape helps but these areas are already thin. Has anybody repaied these thin areas with welding or epoxy? Also which chafing tape adhears the best to these areas?

I suspect a gear door vibrating against the airframe. Do a retraction test and check for a door not seating firmly against the airframe and vibrating due to air flow or engine vibration.

This is intersting. I have not actually heard my shower of sparks buzz for some time but have not worried about it since my airplane starts fine both hot and cold. I do have the wire on the retard breaker connection and have had a light weight starter for some time now. I wonder if shower of sparks is really needed with the higher speed starters?

Just my personal opinion but I think some over correct for our Mooneys tendance to float and land long by flying a stabilized approach too slow. How many times have you experienced unexpected wind shear as you decend across the tree line? If you are at 65 knots the pucker factor can be huge.

Also Another reason to not use full flaps on landing?

Does anybody except Sandel make a solid state replacement for a K102?

Also in reviewing my Flightaware track log history I do not see those tag indicators that Marauder shows on his? I wonder if the difference is that I have a UAT Transciver with a 978 mhz output versus the 1090 mhz from the mode S ADSB transponder? I had read somewhere that Flightaware treated those two modes different?

I do not know how to get flight aware in real time......Unless one has internet access in the air? One thought I had was finding a simple way to turn on and off the blocking of your own N number in the APP so the ADSB ground transmissions would show an airplane on top of your own gps location. That airplane being your own. But even then it might be transmitted from your mode c returns if there was another ADSB out aircraft in your area. I guess if you saw no other aircraft in the vicinity you might assume it was from your ADSB out triggering the ground transmissions.

Where is it indicated that this is from ADSB data as opposed to just normal mode C data from a flight plan? The reason behind my question is It would be good to know when my ADSB out is being recieved and turning on the traffic info around me.

Are there any apps that can show if your ADSB out transmissions are being recieved and ptesumably retransmitted by the FAA ground stations in real time while flying?

Yes, you are going to breathe some crappy chemicals, but now, you will live long enough to tell what happened.. it is not just the enviromental hygene exposure issue to be concerned about but the ability to see and breathe depending on the concentrations. I have escaped from some HCl gas releases back in my work days and believe me it is not just a hygene issue but the ability to see and continue breathing. I fly with a portable smoke hood but doubt it would help much if acid kept me from seeing.

I know the FAA is focused on self extenguishing burn tests, but I wonder if they give any thoughts to products of combustion? These materials may be subject to other flame or heat sources such as electrical, fuel, oil etc and it seems to me that in these situations the plastics will be combusted by the primary flame source. In which case Boltaran which is PVC will have a combustion by product of HCl. Not someting one can breathe very long even in trace amounts. The sign material which appears to be polyethylene or polypropylene is not self extenguishing by itself but might be less of a hazard backed with leather. It would not produce HCl. So as they say choose your poision.

Is there anything in the service manual for proper rigging of these servo cables that drive the rudder? I have found nothing.

Andy is correct on the part and location. It appears to be an AN3-26A that costs 39 cents from Spuce. I can see no reason for Mooney to put a specific part number on it other than to make more money? The bolt may have been original but at least from 1988 when the plane was last painted. I have had it for 25 years and it has never been changed. One note of caution on using the older parts manuals. Some of the AN bolts have been upgraded to a stronger NAS bolt via Service Bulletins. See M20-212. Not sure if there are others?

As long as someone previous has not made a mistake replacing a Mooney specific part or a NAS bolt with an AN3. It just seemed strange the parts book calls out AN parts by specific number every where else but this location?

Does Mooney put their part numbers on standard AN bolts? I have a landing gear bolt that Mooney shows in their parts manual as 914005 but appears to be a standard AN3 bolt.

Do generators have the need for crowbars and other gadgets to prevent the over voltage that an unregulated alternator can produce that can fry radios? Or is a generator max voltage when connected to a battery significantly less at the rpms we spin them that overvoltage runaways are much less of a hazard? It appears to me that I have read about many more alternator problems on this and other blogs than generator problems. Especially if you ignore the failures of the old Delco mechanical regulators which no one should still be using. But my observations are likely anecdotal since there may be far fewer generators out there than alternators.