Supercop0184

You have that file? I’d love to have it on my new seats.

I thought i replied to this but maybe not - did that part today, found a couple of screws and a wrapped to an old stick of gum. Woo hoo

I’d love to have a usb Jack in the back. Hmmmm wonder how. Com antenna cables look pretty fresh - will there be a noticeable benefit to change out with the RG400?

Roof vent does, in fact, work. I’m amazed that everything is in working shape like it is.

ok cool, I called the manufacturers of the materials and got documentation showing compliance with FMVSS302 - I also printed off FMVSS302 - I supposed I could log that I used materials tested and found to be in compliance of FMVSS302, and to see attached documents - and then place the fabric information, along with the FMVSS302, in the plane paperwork.

Mag hasn't been overhauled in ages! But the MAG shop says shes still ticking - Switch I couldn't find - but TBH haven't specifically looked for it yet - Wouldn't be surprised if it was original. But yes, the MECH checked continuity - funny thing is, the P LEAD for right MAG wouldn't GROUND - indicating always hot. WEIRD!

Ok yall - I sent the MAG to a MAG shop for inspection - while it is old, it is running properly. This is quite baffling to me. Theoretically, if the P lead is disconnected - the MAG should be hot - but it wasn't. That is what led me to believe that it was the MAG, Because it was dead even when disconnected from the ignition switch and the lead wire. What else could this be? I don't have engine monitor info to share. I cant imagine its plugs - It would have to be ALL four plugs controlled by that MAG SO fouled out that its dead. I could see a very rough running engine being plugs on a MAG, but all of them? Could the "distributor" cap be bad somehow? Could something in the cap leading to the plug wires cause the whole mag to shut down? Sorry for the questions - just trying to learn this airplane and trouble shoot some here! THANKS!

I am ordering this material for the plane - I believe its 72 dollars for half inch material - for a pretty decent size sheet - I need three.

Should? or Must? I read up on your links - I read the burn requirements for part 23 - which is what they are recommending conforming to - the carpet and materials I want to use are both FMVSS302 compliant - the FAA art 23 requirement says no more than 2.5 inch burn per minute on one criteria, and no more than 4 inch burn per minute on another. the materials I am looking at, which are the FMVSS-302 - have no more tham 3.5 inch burn per minute. So, while it doesn't stand up to part 23, is it legal for use in a CAR3 airplane?

Ok outstanding - and the requirement is that they conform to some type of national burn standard? Does it matter which one when I notate it?

So are all the 64Cs, CAR3?

Believe it or not, the vent tubing up in the headliner looks good.

Coax looks pretty clean - already have my GPS Installed with cable. Definitely would be a good time to do it though lol

Right - however, most of it had already been pulled, I’m in there anyway, may as well pull it and update it. That’s my thinking anyway.

Last Sunday, my airplane decided that it wanted it’s magneto and ignition switch to fail. I’m doing the work with my mechanic, who is 66 and 300 pounds, so we pulled the seats to more easily get under the panel. While messing around with the seats, I noticed that a small section in the baggage compartment still had the old pink insulation. I figured now is as good a time as any to inspect the rest of the airplane for any remainder pink insulation. We pulled all of the carpet, and panels, and headliner. We found that the only pink insulation was in the baggage compartment passenger side wall, as well as everything above the headliner. The rest of it had already been changed out with the new stuff. I thought this was kind of weird but glad that at least most of it was done. I checked the frame over really well, and seems to be clear of any corrosion. I pulled all the pink stuff and I’m going to order new today. I just talked to Air we found that the only pink insulation was in the baggage compartment passenger side wall, as well as everything above the headliner. The rest of it had already been changed out with the new stuff. I thought this was kind of weird but glad that at least most of it was done. I checked the frame over really well, and seems to be clear of any corrosion. I pulled all the pink stuff and I’m going to order new today. I just talked to Airtex - and I’m going to order a new headliner and Carpet Panels. I’ve got a friend of mine that does upholstery work, does amazing work, so I’m going to let him do my seats. Yes, I am going to send a swatch off to have it fire tested. I took pictures and will post them here, not as much to show off my handiwork, but so that others will have a place to go when they are scared shit less like I am of putting their airplane back together again LOL. Well I took lots of pictures, I just don’t see how the airplane Will ever go back like it was. Just kidding, kind of. Any tips or suggestions for the headliner, or the rest of it for that matter, would be greatly appreciated.

Ok - yeah I would bet money it’s not a plug issue / that would affect fire coming into the engine. Unless all four plugs on the right mag went tits up at the same time. I guess weirder things have happened.

Yes. THOSE!!! Thanks! They are a pain!

Sunday I was out flying my 64C model Mooney. Before taking off from my first airport, I did a full run up and everything checked fine. I flew to a second airport, picked up a passenger, did a Nother full run up and everything checked out fine. We flew to our third airport, Landed and talked with some other people for about an hour. Got back to the airplane, went and did another full run up, and ran into problems. During this third runup, my mag check went as follows. Engine seemed to be running fine on both, switched over to left, and no drop or change so back to both. Switched over to Right, and The engine began to die so back to both and power came back. After toying around with this a few times, I determined that if I switched it to right and left it, the engine would die. I taxi back to the ramp where we began testing a few things. We called a couple of contacts who said that they believed it was either the ignition switch, or the P wire. A friend of mine with an ohm meter came out and checked the lead wire to the right mag, which showed continuity whether or not the ignition switch was selected on right, left, or both. After doing some research, this led him to believe that it was an ignition switch problem. He disconnected the mag, saying that with the wire disconnected, the mag would be hot all the time. We started the engine back up and did another mag check . The results were the same as the previous. Both ran smooth, left had no drop no change so back to both, Right began to kill the engine. Any ideas on what this might be? I am not a mechanic, and have given you all the information that I have and know.

What’s the best fix for some of these cowl and avionics access cover screw holes Right in front of the windshield. that just won’t hold a screw? 64C model. Seems like several of each type are stripped and I’m OCD enough that it’s got to be fixed. Thanks!

Soooooo - guess if we bought the extended warranty though avidyne - all our current avidyne branded stuff will still be fully supported.

I only have an EDM-700 - would they still benefit me?

What do these fuel sender’s cost? I’m not necessarily as worried about labor price, as they will be in the wing to reseal it anyway. But have no idea what the senders cost. I have done some looking now that Y’all mention of these things, very interesting.Y’all mention of these things, very interesting.

You will see prices all the way up to 15 or $20,000. Now, the highest quote I received was 14,900. And he’s trying to get his name out there again as a painter. I would definitely give him a looksee. Jeff quoted me a much better price, for the paint job that I want. For a white with two accent colors, right now he’s around $10,000. I’ve seen his work, and he does an outstanding job. He and his business partner split ways, And he’s trying to get his name out there again as a painter. I would definitely give him a looksee.

Well all I have is a lowly edm-700 with that I JUST sent off to have USB and fuel flow added to it. That instrument is staying for a while. Now if digital senders would really improve what I have, I’d definitely consider it.