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James Stiles

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About James Stiles

  • Birthday 04/03/1957

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  • Website URL
    http://www.integrityairmotive.com

Profile Information

  • Gender
    Male
  • Location
    Coweta, OK
  • Interests
    Enjoy all aspects of general aviation. Own and operate Integrity Airmotive, LLC at H68 (Wagoner, OK). Like Bonanzas and now Mooneys. Like old Mercedes Benz 300D's.
  • Reg #
    N62DX
  • Model
    '62 M20C

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  1. I've been fighting a pesky oil leak on our '62 M20C in the same location or very near to that adapter drive plug mentioned a few posts back. Was never sure if it was the plug or the gasketed joint between the adapter and the gov'r. It got to the point that during the recent annual I took all accessories off, including the gov'r. and drive adapter and meticulously cleaned and re-sealed all the surfaces only to start up right after the annual and find the leak again. This time I pinpointed its location using a borescope (It's so easy to access that area of the Mooney you know... : ). There was s drip forming at the gov'r. base and drive adapter flange hanging off one of the lower flange stud/nut. It was the one closest to the adpater drive pipe plug. I removed the gov'r. and drive adapter again and could find no anomolies and found all gaskets and sealing surfaces were in perfect condition. Took the governor in for a flush, reseal and bench test (it passed all test parameters) just to be safe, then took the drive adapter over to Custom Airmotive in Tulsa to ask about why there was a helicoil inserted in the 1/8 pipe plug hole on the gov'r. drive adapter where there is about 200+ psi present during engine operation. My thoughts were that we apply sealant to the OD threads on a pipe plug but what if the helicoil threads were themselves seeping oil between the insert threads OD and the alum. adapter body?? I was told that it's not uncommon to see NPT helicoil inserts in that drive adapter and that the mecahnical fit of the insert to the cut threads in the alum. adapter body is such that when the pipe plug is installed there is virtually no way for oil to seep by the insert thread to alum body engagement. They then relayed to me that there has been a probelm leak for some time on several model -D Lycomings, most notably Cardinals but Mooneys also, with rear gov'r mounts. They said the fix was to install the Lycoming alum. spacer plate and additional gasket to that joint. What ever that Lycoming engineered fix does it fixed the oil leak issue according to many of the -D engine drivers. I bought the spacer and all new gaskets and will try that fix after I confirm and get comfortable with the drive engagement clearance by the addition of another gasket and .040" alum. spacer. I'll let you know how it works out. Oh, and of course I'm sealing the heck out of that plug when I put it back in!
  2. Just flew another 1.7 hrs off the insurance 10 hr requirement and things are looking progressively better with me and that Jbar relationship. Speed does seem to be the critical aspect, just as most replies have advised - initial climb out at 80-85, raise the gear and it's no big deal. On one departure though, didn't get the gear up before reaching 100 and the difference was significant. Some time previous, I had spoken with my partner about gear up technique after exceeding 85 and he said no biggie, just do the Mooney "dip" (???). After explaining its simplicity I tried it yesterday and at 100 + a few on climb out, the bar nearly flew out of my hand and into its floor lock. Doesn't take much zero G to unload the gear on its upswing and into the wells. I do prefer the normal method at initial climbout speed of 80-85. Makes for a smoother transition with no abrupt/odd pitch changes during initial climb. Thanks to all for your advice and the welcomes. I look forward to being an active member here to learn and pass on to others what might be helpful to them someday. Happy New Year!
  3. My first departure in 62DX left some ground viewers wondering if this was s good thing for me or not. I have since, after about 4 or 5 take-offs, managed to make a continuos smooth and flowing transition of the Johnson bar such that it is no longer a thrill to watch me depart. Everything takes a little getting used to and I guess I'm getting there, gradually. Your tip is a good one because that's exactly what I was doing, I tended to use the yoke as reaction point....not good. Thanks for your wisdom.
  4. Thanks all for your input. Excellent advice and I can see a lot being learned here for the care and feeding of my new acquisition.
  5. As the topic title implies, I'm a newby with a Mooney. That is, I've been flying Bonanzas - three since 1984 - but this most recent venture was somewhat of a departure from my norm...and have to say I'm glad I did it. I became a 50% share owner in a '62 M20C about 3 weeks ago and am currently flying insurance time off with an instructor - weather permitting in Okla. I have a few questions that perhaps some of you can help me with. 1) I don't have maint. or IPC manuals yet but am getting them ordered (I'm an AP/IA and will be doing all the work that I can on it for the 50/50 partnership). I take it the jack points are where the wing tiedown bolts are located when you screw the tiedown bolts out. Question: Is there some kind of adapter to be used that screws into the wing (captured by a nut internally) for using a set of jacks? I can't see jacking the wings there with the tips that are on my jack rams. There must be some kind of conical adapter to accept the conical shape machining in my jack ram ends, right? 2) If I ever wanted to upgrade to an IO-360, is there an STC out there that will allow this, and if so, who might I contact? The current O-360 has about 1500 hrs SMOH so I (we) might be looking at an upgrade to "injected" if such exisits. 3) Right tank has started weeping. Looked at the "Weep No More" website to gain some sealed-wing repair insight and I gather that it's a mess and expensive to do. Question: What can we expect to pay to have one tank re-sealed if I have someone else do it? Last item is just a comment: I give great credit and thanks to the previous owner who had all the speed mods done, new glass, paint, interior, avionics, etc. Harvey and I are its caretakers now and will do our best to maintain its updated beauty and functionality. And secondly, I'm amazed at the speed and economy I've seen so far on a couple of short x-country flights. Can someone tell me if this is real.... 24 square, 46F OAT, 5500 msl, IAS 156 MPH, lean to rough / rich to smooth with a single CHT at 385 F, 2.2 flight hours and topped it off with 17 gallons?? That's not even 8 GPH. 62DX has extensive speed mods installed so that must be playing into its apparent speed and economy. It's been and will continue to be fun learning a different airplane. It's tight in the cabin, not the easiest to get down into from the wing and has that Johnson bar to master without your airport buddies calling out the fire trucks when you depart. Other than that, it shines with its simplicity, and economy. I'm glad to be a Mooney owner!
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