Gary0747

The original hoses were latex surgical type tubing and would deteriorate with oxidation fairly quickly. Most Windshield washer tubing is made from EPDM elastomer which is superior to the original larex and may not have been available 50 years ago when the Brittain systems were originally installed.

Had low pressure on my 67F in the range you are seeing. Replaced the fuel pump at annual and the pressure now is a bit high at 29 psi. I had no leaks with the old pump but found some of the screws around the diaphragm had backed off. We were able to change the pump by pulling the left magneto and removing the oil filter and some oil hoses. What were the operational symptoms of your cam failure?

Good point. Look at Control Vision programs and updates. I bought a lifetime subscription years ago and they just quit upgrading their product to keep up with the competing technology. I never use it anymore. Plus these offers ought to be linked to the age of the customers. My old age group shoud get a discount.

I use this because it is about 200 degrees ROP normally and is close to the EGT I see on take off roll while full rich at 600 foot altitude.

I have fuel flow and digital EGT/CHT and am looking for the best procedure for leaning prior to take off at altitudes above 3000 feet. I have always leaned to around 1300 F EGT on cylinder number three at full throttle. Sometimes on take off roll. Is there a better procedure?

I have a good system to lock my aleron/elevator but was wondering if I need to also be locking my rudder to avoid getting it slammed by wind. Any advice or good systems to do this?

I am sure the problem is not the valve itself since I replaced it with a new one. I am thinking maybe the way the tank sealant is installed around the hole might be the issue. I can not figure out how the valve is designed and supposed to work? It has what appears to be two inlets. One on the end and small holes below the threads. I wonder if the threads are non sealing and the fuel gets to the bottom holes flowing around the treads some way?

I have had a very slow flow out of one wing quick drain for a long time. I have changed out the drain and flushed the port so I am certain it is not a defective drain or plug. So I am wondering if I may be using a drain valve that is too short or some other issues? My drain valves are not the original style but have likely been upgraded via a service bulletin, but I am not sure which one. The part number is F91-53S. 1967 M20F

Mine has no lights and no outputs. I think the original zeftronics units were simply solid state replacements of the old Delco electromechanical units. Very reliable but no warnings or Over Voltage protection or diagnostics. I have never heard of a generator having run away high voltage like alternators do? Perhaps all I need is a low voltage alarm light on the panel that can be separate from the regulator? I wonder how useful the diagbostic lights are?

I have had one of the original Zeftronics regulators for over 10 years for my generator. I have had no problems. There is apparently a newer model Zeftronics on the market now with some added features. It has some diagnostic lights and voltage protections plus some other stuff. Any advice on if it would be worthwhile to upgrade?

Any data on how many hours generator brushes normally last?

Good point I think this using elevator trim to land actually happened a number of years ago and was reported in the MAPA Log. The AD was on the Aleron control rod gussets not the flaps. If I recall the incident that was the cause of the AD, it happened to a guy using is Mooney to fly pipelines but I dont think it caused a crash. Preflight is important but my concern is over the tubes, bearings and pivots that are not very accessable and may not get a good inspection even during most annuals.

In doing my mental risk assesment of potential failures in our Mooney control systems I am thinking the eleviator controls are our biggest risk. We had the AD on a failure of a aleron that I dont think resulted in an accident possibly because the other aleron still worked. So the alerons might be considered to only have one or two points suseptable to single point complete failures. The elevator appears to be a different higher risk system where a failure of a bearing, tube or pivot point could result in complete loss of the system. I think our Mooney systems of push pull tubes are much more reliable than the cable systems of the other brands. I think the other brands cable systems probably get more and closer inspections but wonder that we might be needing closer inspection routines especially as our vintage birds get older? I was wondering if others have found problems or have thoughts on this they could share?

Does any place still do vulcanizing rubber repair? I dont like the idea of bits of RTV coming loose and potentially plugging my servo.

Make sure the holes in the tubing are caused by corrosion and not just holes drilled for PK screws that hold or might have held metal brackets for mounting ur plastic.

It is not the type of electronic interface it is the operating language that gets used through those standard electronic interfaces. Garmin has it's own and does not share very often with others so as to keep there dominate market position selling all the avionics.

I imagine a number of people would be interested but Garmin has all the design and repair info locked away so no one has a shot at doing this. It is all about obsoleting what is in your panel and selling a you a new unit that does marginally more than the last one. For those that enjoy putting new avionics in their airplane every 10 years that adds resale to airplane at less than 50 cents on the dollar and marginal functionality increase then have fun. For those who install the stuff and dislike my original comment, you motivation is obvious!

The Garmin parts excuse is a cop out as far as I am concerned. They or some one else could make good money repairing legacy Garmin products if they wanted to. It can be done with long rang purchase planning of parts or opening up their vault of how to repair information to outside vendors. I do not plan to purchase Garmin in the future if I can find a better policy with another supplier.

This Ram recommendation makes the most sense to me. They are recommending a Nickel based anti seize paste. This is more expensive than copper and aluminum based anti seize but does not run the risk of surface alloying a lesser metal and degrading the stainless.

Mouse milk is a common hydrocarbon based penetrating oil. I would think it will cook away at high temperature and not leave anything behind like the aluminum and copper based anti sieze compounds. I would think Mooney would give instructions on what to use in their manual, but I have never seen any.

Are you supposed to use never-seize lube on the joints when putting stainless muffler connectons together? I wonder if copper or alluminum based never-seize lube will surface alloy with the muffler at high temperatures degrading the metal? Maybe best to assemble joints dry with no never-seize?

Precise Flight SVS stand by vacuum system with manuals and all parts except the vacuum switch and light which you may have already. $200 shipped. Current info and parts available: http://www.thevacsource.com/index.php

Found my missing flame tube during annual. My mechanic ran a camera up the exhaust pipe. Said he has found a lot missing this year and the risk is power loss if one blocks the muffler outlet.

Good point, I never thought of this. Does the flame tube serve any purpose?

I have a burnt out flame tube after 1200 hours. Should I expect longer life? Any recommendations on a repair facility? Any of you Power Flow guys got one for sale? 200 hp Halon Wilson Studded Gary 67F