ragedracer1977

double

With some more research, I believe it's a Wittnauer A-11-90W

That one doesn't look quite right either. See attached pic, it's the best I have handy. Right under the knob on the face I can sort of make out a word that looks like it ends in 'er'. Would the guys at your field be able to service the clock or any specific recommendations?

Must be a bad week for clocks.

None of those look like it. Any idea where I'd find out what it is? Would it be listed in the logbook somewhere, like the original equipment list? I'm not sure, my logbooks aren't with me at the moment.

I like my wind up too. Winding it is part of my pre-flight and start-up. That, and I'm not IFR legal without it, so...

I wound it up the other day, pulled the winder out to set the time, pushed it back in and nothing. Am I doing something wrong or does this mean it's just broken? It's the wind-up 8 day style with red hands you can use to time. No electrical. Can it be replaced with a digital or does it have to be the same as original? If it needs to be the same, where can one be found? Or are there repair places?

We have 3 or 4 vehicles in every day. Floor jacks dragged around, pallets dragged, etc. I probably abuse my floor more in a week than you will in 10 years

The floor of my shop is done that way. About 6000 square feet. Thankfully, the previous tenant sprung for it, then went out of business 3 months later. Saved me a cool 5 digit bill. And it looks amazing... Well, it did. Still looks pretty good, but 3 years of shop work has taken it's toll.

The Corsair is my favorite plane of all time. If I ever strike it rich, I will own one.

I spent some time playing with that product at SEMA a few weeks ago. I was thinking it would be great for my glareshield. However, I was not that impressed with it. That, and it may or may not support foreflight. You have to use their apps to display the data, I think FF probably has too much going on.

The part procured was not 476087E, it was 476087. I'm not sure where the idea that it was an E came from exactly. He had no problem signing off on it as is, however, we did end up procuring a different pump from Mooney. Which, believe it or not, is exactly the same pump - same box, same part numbers, same instructions in the box - everything. They probably ordered it from Aircraft Spruce and then sent it to me. Better to be 'correct' I guess. It's only $115 from Mooney.

That's my only complaint about the crank handle. It's in the worst spot.

I'm in the same boat. My TSMOH is 1480 hrs. However, the bottom end was redone 510 hours ago because of a case issue (can't recall exactly what right now). Brand new case, new parts to factory specs. Top end was replace 160 hours ago. All brand new cylinders. But, by the 'book' I have just over 500 hours to recommended overhaul.

No, but the pressure falls much much slower. Given how the system is plumbed, I'm not sure that it's possible to hold pressure with no leakdown. I'll have to grab pictures. It's hard to describe. There's several "T"'s between the tank selector and carburetor.

Yours is a 1965, right? In that case, you probably have the Dukes pump.

Until I can find out for sure, I wonder if it's covered under the "(or alternate)" in the TCDS. Also, curious, when my plane was built, PMA did not exist. It was CAR 1.55. In fact, in all of the planes with that pump, every single one was built before PMA existed. So, how would you ever replace a part, even with NOS, if there was no such thing as PMA for the part and never will be?

I'll have to ask the A&P.

Yes. It's the proper part. Per the TCDS for the M20C: "(b) One, electric Bendix, 476087 (or alternate) Facet"

The electric fuel pump was the issue. $74 at Aircraft Spruce and I have a brand new pump! My plane has the Bendix/Facet 476807. THANK YOU MOONEY for not cursing me with a Duke's LOL! The old pump (which was very very old, maybe original as I don't recall seeing anything in the log books about it ever being replaced) had indeed failed internally. There is a check valve inside of it that is supposed to stop fuel flowing backwards. It was full of gunk. In fact, when I pulled the cover off to check the fuel screen, the inlet had quite a bit of rust in it. From the pump itself. The internals of the pump were corroding. 50 years of water occasionally getting in there I guess. Plane starts right up again!

It appears that parallel fuel plumbing was 'standard' from 62-64. I did just find another post (from 2011) here where a guy was experiencing similar problems and it ended up being a hole in the line from the gascolator to the mechanical fuel pump. However, he also posted a troubleshooting guide that says the problem is otherwise a perforated diaphragm in the pump or a bad bowl needle valve in the carb. From reading, the only difference I can see from what I'm experiencing and the experience in the other thread is that the pressure would fall off even with the mechanical pump going. It seems to me that my mechanical pump is fine. Which is, I think, why it starts after cranking so long, the mechanical pump is finally able to push enough fuel. So, I have a couple things to look at. I'm fairly confident at this point that like Rich says, there's a bad one-way valve somewhere or the diaphragm in the pump is perforated. The fuel HAS to be going somewhere and if it's not into the cylinders or on to the ground, it has to be going back in the tanks. I'm really leaning towards the electric pump since the engine runs perfect on the mechanical.

Except there's no fuel in the cylinder. I pulled all the plugs. They cylinders are dry. I pulled the air filter and looked in the airbox. The fuel should fall into it if the float bowl is overfilling. It's dry. From reading on the pump, I think I might have an idea. With the change in sound, I wonder if the motor is getting weak or the vanes worn. It may be that with the lines disconnected, it has good flow but the pressure is lacking if that makes sense. Also, in researching on the net I found a vehicle forum (these same pumps were used in Fords and other vehicles) where a mechanic stated that it should start out pumping fast then slow to a pump every now and then to maintain pressure. When they fail, they continuously pump to attempt to maintain pressure. This is because one of the failure modes is that when it fails, the fuel can flow backwards. Which would explain why my pressure drops so quickly. The pressure built is just equalizing with the fuel tank.

Well, I don't know what to think. Tested the fuel pump and it's moving a lot of fuel quickly. There's no leaks to be found anywhere. Fuel pump is a bendix type (appears to be made by facet now, Part 476087). I did find a service bulletin just now (http://www.mooney.com/en/sb/M20-81A.pdf) that says the strainer should be cleaned at 50 or 100 hours or "when fuel pressure is low". From looking at the pump, I would hazard a guess that the strainer hasn't been cleaned in a LONG time. The outside of the pump is lightly corroded (it's steel) and the strainer cover doesn't look like it's moved for who knows how long. Now, the Part 476087, I can find at multiple locations, however---none of them are aircraft houses. They're all marine or automotive. Save one. Chief Aircraft carries it, but it's sold for experimental aircraft only. So, here's my conundrum. If I pull the cover to clean the strainer, I'm supposed to replace a gasket. Don't know where to get the gasket. A new pump is $75 but is labeled for experimental. Next, after I did all of the troubleshooting, I put the plane back together. I turned on the pump, pumped twice, and the plane fired right up. By the 2nd blade again. The only difference was I was aggressive on the pumps. Normally I pump slowly, like 2-3 seconds to go from full out to full in. This time, I moved the throttle almost as quickly as I could.

Shower of sparks is working like a champ. It doesn't engage til you push the key in. See video. Definitely leaning towards a fuel issue

Ok, I realized something else. It very well might be the electric pump or related. Still troubleshooting. However, in the past, the fuel pump I could hear pumping and as it got up to pressure, i could hear it slow down. Now, it sounds the same the entire time. Never slows down