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sailon

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  • Reg #
    N6739N
  • Model
    M20F

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  1. Find a good local mechanic that you are comfortable with working with. Traveling way out of state is just asking for your airplane to become kidnapped by unscrupulous mechanics. Get your hands dirty. Find a mechanic who supports owner involvement. They respect owners who know their airplanes, and or will teach you about how your airplane works. During my annual, I perform all of the owner maintenance functions prior, give the airplane a good cleaning before the annual starts, and participate if possible by removing and replacing the inspection ports for the mechanic and letting him inspect. You are paying him to inspect, not to remove and replace inspection covers! Other cardinal rule I follow, is when he is doing engine work, back off, leave him alone unless he asks for help (may need someone to help pull the prop for compression tests) until engine inspection is completed.
  2. Greetings, I am based at KMLB, when I need to go down to Broward county, I generally use KPMP.
  3. If the elevator was "swapped," the SN of the airplane the elevator came from should be in the log book. An IA or owner should know if a major repair such as an elevator swap occurred and render the AD applicable by SN. Never install a critical part without the source aircraft SN in the logbook.
  4. Here you go: TCDS 2A3 Rev 58 Mooney International Corporation (faa.gov)
  5. But with the modified tracks, the comfort is exceptional!!!!
  6. Do not have pedal extensions. First thing I looked for. Wish I could reach the fuel switch, use a custom tool to reach it. Works great. What is interesting is that I can fly a 252 or ovation without any seat modifications, altho the seat is just a tad too far forward, but it is workable. Not sure, but I think there was a slight increase in length in the fuselage there. Have not sat in a J for a while.
  7. Careful, my center piece is currently loose, and it got under the Jbar once. Just remember to check during pre-flight. Could not get the J bar to catch to retract the gear. I have also considered heavy duty plastic adhesive Velcro type patches. Let me know how you make out tho!
  8. Been considering an Airtex carpet for my F, it desperately needs it. However I refuse to glue it to the floor as the factory did. What methods did you guys use to attach the carpets to the airframe? Snaps? Hooks? Any details would be appreciated. Thanks!
  9. Yes, I got a 337, but no, a seasoned IA cannot legally duplicate the 337 as the 337 refers to a print of the modified part which is exclusively to my tail number. It will require a new print showing the holes specifically for your airplane. I did find the example I worked from here on Mooneyspace, somebody did the modification to an E model. I also used the same DER. Somebody mentioned that they were 6'3" with a 34 inch inseam. That is exactly my dimensions. Not too hefty, but other dimensions and mass will remain classified. The modifications were pricy, however the comfort is priceless.
  10. Drilling more holes in the seat rails affects airworthiness. The good news is that I have had a DER approve the modification in my F, which resulted in a VERY comfortable seating position for my 6'3" frame (weight is classified). Bad news is that the DER is very expensive, but the end result was worth it.
  11. UPDATE: Annual wrapping up, turns out the issue was caused by foam from the air filter injected into the throttle body. Mechanic very happy that I stayed easy on the power, as could have damaged the servo. Lesson learned, new air filter EVERY ANNUAL! Wrap up the annual, then pitot static, and will be back in the air. Still need to discuss source of buzz.
  12. As to the fuel pressure data, yes that is a known instrument error. I have the original fuel pressure gauge, and it is stable between 25-29 PSI.
  13. No, it not usually a factor, but our WX this spring has been terrible. Using Aeroshell 100+ oil, which I understand makes Camguard redundant. If 100+ not available, I use Camguard.
  14. Boy was I surprised when I looked at the engine data. Link is: https://apps.savvyaviation.com/my-flights/22682/3bcc1c70-6349-4aa2-8ae3-e48a7fcc5f31. So attention is diverting away from the propeller and towards the engine. What is interesting is the impulse loss of manifold pressure down to 14 in Hg. All other engine parameters including oil pressure, and prop governor appear nominal. Cannot explain loud buzz in the cockpit, nor the loss of power. Could I have done more trouble shooting? Perhaps, but between the loss of power and noise, I wanted to get on the ground and fast. You will see that the loss and recovery of MAP was quick enough to be outside of the capture range of the prop governor, there is a spike to 2553 rpm. Then there is a second unexplained drop in MAP. The mechanic and I took a look at the filter, and it may be coming apart. Filter is around a year old. Starting to suspect something obstructing engine inlet.
  15. Had a weird issue with prop control on descent. Shortly after beginning my descent into KMLB, I lost power, followed by an extremely loud buzzing coming from the engine. Tach showed immediate rise to 2550, so I followed the prop overspeed checklist. Nursing the throttle, I found a sweet spot where I could barely hold altitude at around 100 kts. I was close enough to KMLB that I was able to declare emergency and safely land directly onto the runway. This buzz was loud enough that it was difficult to understand the tower over an ANR headset. Upon landing, checked airplane over, no oil anywhere on the bird, or dripping onto the ground, no grease on the propeller blades, and no loss of oil as I checked the oil quantity the next day. In fact the oil was freshly changed, and it still had the sweet honey color of fresh oil. I pulled the engine monitor data, and correlated it to the flight path. Here is what the engine monitor data showed. Oil Pressure- nominal, no change through the entire flight. Close look at the tach data showed variation in tack readings from 2480 to 2510 regularly over this leg. I don't really see any standouts when I review the engine data. When the incident occurred, there was a significant spike in revolutions to over 2550 rpms, but then returned to 2410. Going to the mechanic tomorrow. Suspect a leaking propeller piston, or flat spot in governor? Thoughts welcome. Especially the source of the loud buzz!!
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