ziggysanchez

Yeah...that was the first thing I did. I was hoping that’s all it was. No cigar. Next step I guess is sending this fuel sender out for repair. I’m not yet ready to invest the time for replacing all of them. Maybe when I have the tanks resealed I’ll upgrade.

The EDM 900 has a totalizer but also serves as a replacement for my old analog primary gauges including my fuel gauges. The JPI displays fuel remaining in both tanks in gallons (see pic below).

Recently my right fuel quantity gauge will show accurately until I'm below 25 gallons. Any amount of fuel below 25 gallons shows as 25 gallons. I had the JPI 900 installed in my 231 last October. The fuel senders were sent out for overhaul at that time and have given me fairly accurate readings til now. The JPI was a replacement for all my primary gauges. Any suggestions or recommendations?

https://www.facebook.com/groups/2226961823/permalink/10155179511586824/

I need the 431's. I'm planning on using paypal.

I'm interested

Mine happens while taxiing and sometimes as I'm slowing down after landing. I'm always over the numbers at 70 and usually touch down at pretty slow speeds. I always taxi a little fast but nothing that I would consider excessive. They pulled the tire at Maxwell, checked and repacked the bearings, made sure the tire was on the wheel properly and that it was inflated as it should be. It's a newish tire and has lots of tread. They did say that there was a little slop in the gear but nothing that should cause this issue.

I'm replying to this thread because I'm interested in everyone's thoughts as I have also developed a shimmy in my nosewheel recently. Took it out to Maxwell and they found nothing out of the ordinary. My problem seems intermittent.

I have nothing but great things to say about Don and his family. They have always gone out of their way to help me resolve any issues I've had with my aircraft. I did purchase this aircraft directly from Maxwell. So far it's been a pretty awesome airplane.

Was there any smoke coming from anywhere?

Spoke to the TruTrak guy at the AOPA event here in Norman, OK earlier this month. When I asked him about when he thought they would have something for the Mooney he responded that he thought it would be next in line and gave the timeline as Oct/Nov of next year.

Not sure if this was a question or a statement but just in case, I'm responding as if it was a question. The screws on my panel were powder coated the same color as the panel and countersunk. We did every screw in the panel this way (the instrument mount screws as well as the screws for the switches) and it resulted in a very clean look. The only hardware that remained raised on the panel were the acorn nuts and maybe 8 screws that attached the panel. They were also powdercoated with the panel to match the color of the panel.

Another option would be countersunk screws. When I did my panel we used countersunk screws that were powder coated the same color as the panel. Probably not as clean as rivets but it turned out pretty good.

I had the non turbo version of this engine in my Cirrus and started to burn a quart of oil every 1.5 hrs after the engine had reached approx 1800hrs TTSN. The diagnosis was "stuck" oil control rings. Some guys were doing what they called a "ring flush" to try to see if they could remove the carbon that was causing them to stick with mixed results. I was about to do the soak on the cylinders in my engine to see if it had any effect on oil consumption before pulling the cylinders but due to unexpected circumstances ended up not needing to. I had heard it worked for some and not for others. To me it seems like it's worth looking into before tearing into the engine.

I sent you a private message.

@Jayhawk_aviator, I have an electronics international for-5l fuel flow computer that I just took out of my airplane after a panel re-do. Let me know if you're interested in it.

Yes, I believe so. message me your contact info and I'll call you. We can figure out a time that will work then.

@thoma015 I've got a K model hangared at Wiley Post you're more than welcome to come take a look at if you would like.

Took it to Longview this morning. They found that a wire was broken between the circuit breaker and the relay. A new wire was run and everything is working well. I guess the culprit was tired 37 year old wiring that decided taxiing on rough terrain was too much. I'm glad it was a fairly simple fix.

You're right.....I did think of it. Went through that process this morning. I'll be headed to Longview first thing in the morning since we couldn't get it fixed by phone.

I have still been unable to raise the gear. There is definitely no visible damage to the gear or any of it's visible parts. Anyone know of a knowledgable Mooney guy in close proximity to OKC? If not I'll be making a slow flight to Texas tomorrow.

I did cycle it but it's worth looking at more closely. It was a very quick unlatching and latching. I didn't look at it very closely. I'll let you guys know what I observe when I get out there tomorrow.

That's my plan for tomorrow. I will definitely post with the results.

Went out to fly young eagles today. At the end of my third flight had to cycle the gear 3 times to get the gear down. Decided it probably wasn't a good idea to continue flying kids around in my plane after that so I headed home. Couldn't get the gear to retract after taking off. I got no beeping when cycling the gear like when the airspeed switch fails and the override switch didn't bring the gear up. No circuit breakers popped. I did pull the gear circuit breakers with no effect. Checked the emergency gear extension handle latch on the floor and it was closed. I have never had any issues with the gear prior to this. The taxiway at the airport where we were flying the young eagles was grass and was pretty rough. I wondered if something may have come loose. Looked at the gear and everything seems normal from just looking at it. Any thoughts or ideas of what the issue may be? My aircraft is a 79 K model.

I fly that much in a year and will admit that you have to be in the airplane a bunch to do it. I think probably the only way to fly an airplane that much in a year would be if you are using it a lot for business travel and much of the traveling that you are doing are long cross country flights. I purchased my K model at the end of October last year. It was in the shop getting a new panel for five months (Feb-July) so my flying was limited, but I've still managed to put 150 hours on it in the time that it was available to me. i may be wrong about this but I've made an observation since joining this community. Mooney pilots seem eager to pick apart every aircraft that everyone is trying sell on this forum. Seems to me most people here would want you to sell your J for a higher price to improve the value of their own. The more these aircraft sell for the better off we are when we go to sell ours. I didn't think your initial price was out of line. If I had been a buyer and looked at your plane last October before I purchased the K, I would have scooped it up in a heart beat. I looked at lots of crap before finding my K. I hope you sell this aircraft for what you were asking for initially. I hate to see that you have dropped the price by so much. I think we as a community are shooting ourselves in the foot when we pick these aircraft that come up for sale apart. This is the first place most people will look when purchasing and some of the things posted here create an unrealistic expectation in buyers about the value of these aircraft that ends up hurting all of us in the long run. Just my two pennies.