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Raymond J1

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About Raymond J1

  • Birthday 04/29/1967

Profile Information

  • Gender
    Male
  • Location
    Near Lille, in France
  • Interests
    Aircraft and rotorcraft building, restoration and using.
  • Reg #
    F-BOJN
  • Model
    M20F
  • Base
    LFAQ / LGIO

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  1. For me, I found that replacing the bolt did not solve the problem of the clearance. I think that the SB secures the reliability of the steering control because it is very stressed in shear during the shimmy. On the question of the excessive clearance, it is rather on the side of the ball joint mounted in the folded and welded sheet metal "U" that we must look at. The new part provided by Lasar does not concern, for example, the case of a 67 F (different axis offset). In my case, the issue of the wheel shimmy was settled with the wedge under the donuts and the reconditioning of the fork linear damper. Also the replacement of the ball joint mentioned just before. And of course, I changed the bolt to comply with the SB, but the clearance at the place of the bolt is the same as with the old one.
  2. For me it's a good time, the SB 388 from Lycoming is breaking my feet, so I'm going to change the valve guides.
  3. EASA today authorizes maintenance by the pilot-owner. In France, it is easier if the aircraft is classified as "CDN-R" (basically, collector's aircraft), which is not yet the case with the M20. For all M20s from before 1974, therefore ICAO CDN level, it is either the manufacturer's maintenance program, or a maintenance program filed by the pilot-owner which refers. The pilot can do the job if he has a mechanic's license. In any case, he is able to sign the A. P. R. S (Re-commissioning Approval), even if he is not the one who carried out the work.
  4. On the balance table... superior to the engine weight.
  5. Initially, I proposed to my wife to climb on the fix part of elevator, same the photo of the M20F catalog... The idea of the baril of metal hanging on the tie down came after, when she had too many ants in her legs to wait, sitting up there and leaning against the vertical plane. If the ring is a problem, put the lests on the horizontal fixed plane... Since it is its function to lift the front wheel...
  6. Perhaps the "ideal" position would be that of the Marker beacon antenna, located at the base under the rear seat. The ADF sloop was further aft, to the right of the tail cone in line with the flaps. The routing of the marker beacon cables was: Under the rear seat, to the left, along the left wing root (following the structural tube), then up to the pilot dashboard. The path of the ADF sloop antenna cable was to the right, along the structural tubes, passing under the door sill.
  7. -I think that the piston best suited to the cylinder of IO 360 A1A is the PNr LW 10207. I think so because this piston has 2 reserves on the top for the passage of the valves and this impacts the flamme front for speeds between 2400 and 2600 rpm. This piston also has the particularity that the scraping side of the "shot" and "compression" rings is upwards, which is not the case with all pistons at Lycoming (not high compression ratio). Finally, and this is important, the oil return holes under the oil scraper segment are larger. -This piston has a disadvantage, the forged skirt contributes to a faster wear of the cylinder bottoms, cause of a downgrading of the cylinder since for this part a limit diameter is imposed. - Chrome rings are not suitable for chrome cylinders... Often we forget about this restriction when we buy new segments. -The major cause of oil consumption is not on this side... Very often, it is necessary to look at the valve guides, especially the exhaust ones, whose clearance is excessive on engines that do not heat up. And very often, the slags deposited on the exhaust valve stem contribute more to the wear of these guides. This is where you have to look for the cause of your technical problems because the pollution of the piston by unburned oil residues is a consequence and not a cause. Since you have opened the engine, also remember to check the oil injector under the piston... There are sometimes interesting things that prevent the proper internal flow / cooling of the high engine.
  8. The first trump card of the "badman" seems to be that Mooney does not know who has the right weights and who has the wrong ones... The second trump card is that the weight concerned, even in poor condition, is at the right mass, I mean that it is the mass that is suitable for her elevator... In fact, by disassembling the wrong offending weight, weighing it and reconstructing it identically, the wrong thinker can believe he is doing a perfect thing... Especially if he organizes the fusion of the "bad" mass to transform it into the "good" mass... For the moment, I imagine that Mooney must publish the solution very quickly.
  9. This haughty vision of technical professions, if it exists, is a good thing for our Mooney, especially to remanufacture a very small rudder counterweight, i.e. 3 hours of milling (instead of the lead foundry) and 1 hour to adjust the tungsten load.
  10. I have the number 26 from the end of 1966 (model 67), they are in very good condition.
  11. On 67 F... https://www.chevsofthe40s.com/detail/30031/Chevrolet_Gas_Tank_Sending_Unit_030_Ohms_For_Gas_Gauge_6V_or.html
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