isaacpr7

It will most likely fail at the fully closed position because it happens when you pull on the knob. My first instinct was to put the throttle rod back and push it in but then I realized that I would have placed it in the full open position (depending how far I pushed it in). When I removed the cable and inspected where it broke, I noticed that it was right at the base where the wire meets the swiveling rod closest to the knob. While the rod was in the chamber it stopped swiveling but while removed, it swiveled just fine. I suspect pilots who flew the aircraft in the past tried to twist the knob as if it was a vernier knob and the twisted wire that was not turning properly began to fray.

Good advice Mike. I am thinking about cutting around the base of the plastic carefully and exposing the inner circuit board or strip, then covering the whole thing with heat shrink tubing to reduce the diameter of the tool

Just got mine in the mail a few days ago and it works like a champ. I cannot believe how crisp the image is for a 34 dollar (shipping included) camera and only took 10 days to get to my house from China. Look it up on ebay: 2015 version CMOS CCD Dynamic 4 Mega Pixels Dental Intraoral Intra Oral Camera USB 2.0 CE approved

You are correct about the minimum requirements; however, all of these requirements can be met without engine teardown because they can be inspected and components replaced by removing the accessory cover (depicted on every diagram in the Mandatory Service Bulletin). AD 2004-10-14 elaborates on why MSB 475C must be complied with. MSB 475C thoroughly describes the procedures for the inspection and is the mandatory reference which the AD refers to. Below I will summarize the procedures listed in 475C: 1. Examine the threads in the gear retaining bolt hole of the crankshaft. Insure that the tapped hole is clean and the threads are undamaged. 2. Check the condition of the dowel in the end of the crankshaft. 3. Check the pilot diameter of the counterbore on the end of the crankshaft for size and evidence of damage. 4. If the dowel has been removed, check the condition of the dowel hole in the crankshaft. 5. Install a new dowel in the crankshaft (if dowel has been removed). 6. Assemble the gear to the crankshaft using both a new lockplate and bolt. 7. Bend the lockplate against the bolt head. 8. A logbook entry, specifying the final bolt torque, verifying that the lockplate was properly bent in place against the bolt head and that the inspections and rework required by Lycoming Service Bulletin No. 475C were accomplished, should be made and signed by an authorized inspection representative. Where people get confused is they come across SIB 533B (engine teardown and is not mandatory) which has nothing to do with what the AD wants you to comply with. Lycoming stated that this SIB is only mandatory for part 135 aircraft if it is part of their standard operating procedures, which in most cases they are. The SIB describes what procedures must be performed during an engine teardown and it throws a blurb in there about prop strike in one of its paragraphs; however, it is not regulatory in nature and it is not referred to comply with as per the AD. Lycoming still leaves it up to the MX to determine if an engine teardown is required. This is based on the MX judgment and knowledge of the aircraft accident / incident histoy. Hope this helps.

Look at the figures I wrote above. I already did all the footwork. SWT was tge lowest bidder. They order it through Mooney, who orders it from McFarlane; however, because it goes through Mooney it is FAA-PMA approved.

They must be in demand this season because they are quoting 485 as of today

I just got off the phone with the following companies: Spruce: Does not carry the part as per the SB LASAR: 540 for the throttle; prop is 376 Maxwell: Prop 570; throttle 485 Southwest Texas Aviation: Prop 368; throttle 332 (10 day lead time because they order it straight from Mooney who is right down the street. He said mooney has the cables made by McFarlane but since it goes through Mooney they will be FAA-PMA approved) I spoke directly with the owner (Russell) who was very helpful. Company number is 800-749-7982. I didn't need to buy the mixture control cable because the SB only requires it for the E and F model. https://www.google.com/url?sa=t&source=web&rct=j&ei=U5nTVKvWF4-MyASY9IKoBA&url=http://www.mooney.com/wp-content/uploads/2014/03/sbm20-174.pdf&ved=0CC4QFjAD&usg=AFQjCNFP3T-p43eypGG5hj_uEc1wok6IFw&sig2=FYE_dh9_VGAuMlFEj5M-tw

The thing is that you can't see where it brakes because it happens inside, right where the throttle control rod ends and the cable begins inside the cockpit.

I just checked McFarlane and they have the mixture for 162. Mine looks pretty new but I think I will replace it anyways. It will be 162 dollars worth for peace of mind.

After extensive research and calling Lycoming, it was determined that no engine teardown was required

Thanks a bunch Mike. I will give Don Maxwell a call this morning as you suggested. Someone at LASAR fave me a quote of 340 yesterday morning and when I called in the evening another person quoted 536. I think the one in the morning was looking at the wrong part. I'm so scared after pulling the thing right off that I'm thinking of replacing the prop cable while everything is disassembled just to make sure the SB has been complied with and not just fat penciled in the books.

Thanks for the lead bud; however, after the scare I had when I pulled the throttle out of the socket, I think I will stick with something new

Here's the perpetrator. Removing it was probably one of the hardest thing I've had to work on this aircraft.

SB M20-174

The funny part is that while searching for the part online, I came across a SB requiring the replacement of all three cables because they break off like mine did.

I'm trying to remove the clamp closest to the rod end (I have the rod) as we speak and it is a true PIA. I think they build the aircraft around it.

How much did you pay Mike?

After completing the annual inspection I put the panels back together in order to crank the aircraft for a warmup. When I pulled the throttle back and forth to pump it a few times the throttle cable broke right off. I tried searching for a new one from Spruce but they do not sell one for the Mooney. LASAR caries them but they are around 350 dollars. Modworks sells them for about 500. Does anyone have a lead for a source that sells them a bit cheaper? Also, while searching for the cable I came across a SB that describes what happened to my cable and calls out for a replacement kit; however, I could not find it anywhere for sale.

I looked up the part number but it only showed the knob itself. Do you have a replacement part number for the whole cable assembly?

N201MKTurbo, Would you be so kind as to sending me a link of exactly what shim from McMaster Carr I need to buy?

Has anyone had issues with lots of slack on the trim needle? If so, what was done to fix it? Moving the trim wheel from end to end shows proper movement of the square piece attached to the threaded rod as seen inside the belly (confusing enough?). Said square piece shows no slack and the cable attached to it moves properly; however, the indicator only moves after multiple rolls of the trim wheel before it starts to move. From the full down position it only takes a few turns before moving but from the full up position it takes many more turns before needle movement.

I want

I found them but not sure it's what you need.

I belive I have two that I purchased by mistake. I'll dig around and let you know.

Out of curiosity, where exactly do these get installed?