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Freemasm

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About Freemasm

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  • Location
    Orlando, FL
  • Model
    M20C

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  1. For reference from my old AF parts manual (C, E, F, G)
  2. I previously mentioned an IPC inconsistency. I Strongly believe/other evidence points to this as being the case. The IPc also displays a clevis versus a rod end (also previously mentioned). A castellated nut would not be required with a bearing installed. Any rotation should occur between the bearing and eye. The bearing pinned in the associated linkage is factory original. Have seen many similar vintages as “standard”. Vegas odds are on a IPC versus assembly drawing mismatch. While it would be appropriate with a clevis end, there’s no need to change to a castle nut with a heim installed.
  3. A properly torqued bolt through a bearing would yield more of a shear load but a bending load still exists as there is a offset between the bearing and bracket. This would be aggravated if not properly torqued. The suspect witness marks near the bolt head could be related to a past, improper installation. You've possibly added another variable. Maybe just a document error but still interesting: Your drawing does not show a rod end at the point of interest. It appears to depict a clevis (no bearing). The alignment dashed lines are consistent with this. The bolt, castellated nut, and c
  4. BTW a quick update. From your latest posted pix, the NDE SWAG'd fatigue from bending (as opposed to a classic shear or tension load) caveating that he can't say for sure without personally analyzing the part (of course). He is a pilot as well. This is interesting. He was only given the link to your most recent photos. He didn't know the method of attachment. He also didn't know about the suspect witness marks near the bolt head from your original post. Couple the suspected change in related part material from Al to what appears to be (probably) 4130 for later long bodies. Reference prior
  5. Hard to tell from the photos but speculation follows. - Looks like a typical fatigue failure. The straight portion of the crack propagated over time until it ultimately, abruptly, failed (more irregular looking tear). - The initial crack probably existed for a while based upon what appears to be fretting wear and some discoloration from the resulting exposure. - The surface irregularity the OP noted earlier was probably a (secondary) contributor. It is up to you Mooney types to correct me here. As mentioned earlier, my memory/understanding of the related kinematics thinks
  6. Sorry/Thanks. It’s what I get for looking at crap in my phone (and being a non-observant idiot)
  7. Could just be the light; however, there’s some dark spots that could indicate prolonged exposure (crack was there for a while). Beach marks would help confirm Corrosion or fatigue. If your rigging and related wear are good, loading of this part should be limited to the spring forces in the linkage. May want to consider taking all of the associated rigging back to parade rest and verifying. Any other parts back there only alodined/unpainted? If so, this may cast some suspicion this part was replaced as some point. Anything in the logs?
  8. As mentioned, if you get the parts to me, I’ll see if our failure analysis engineers can look at it. They have a world class lab/tools.
  9. Maybe not. A lot depends on your A&Ps resources/abilities. Getting any rivet gun in that tight area will probably be impossible. A specialty ?X off-set rivet set may exist to allow such an approach but I'm not good enough to leave a good manufactured head with one that far from linear. Hi-loks could be used but a proper installation requires an interference fit so some "driving" is still required. They would probably be a very good maybe better choice since it's not a true shear application anyway. All said, you'll be surprised how fast a couple of Mooney savvy guys can have the whol
  10. @Sam JuddPM me when the parts are available and I'll get you an address. If it's going to be a while before the major surgery, send the part from the rod end. That will probably be enough. You're going to need two tall saw horses (or equivalent) as the tail is coming off. Try and find a riveter with two elbows in each arm for the repair. A couple of observations. Solvent wash that area at every inspection. It collects dirt and thus retains moisture; a great catalyst for both surface and IG corrosion. Keep that area well treated with preservative. It is more vulnerable that most area
  11. Google SigmaTek. I believe they bought the IP many years back.
  12. Interesting. Failed part looks like machined aluminum. Equivalent S looks like formed steel. Relative sizes/geometries would support this.
  13. Without further details/evidence, the odds are probably on intergranular corrosion of the part. Is it possible for you to get some close-up photos? Details of the fracture surface would be best. Two quick observations: - The smooth appearance of the fracture surface would suggest a high cycle fatigue crack. Is there slop in the related linkages? - There are some "non-typical" witness marks above the bolts head. IMO. One could almost surmise there was relative movement there; obviously there shouldn't be. The (beginnings of this related) crack could have been there for a while no
  14. F4 (four cylinder version of a Rocket). Wings are actually RV4 based. +6/-4 Gs, not that I’ll be hitting it that hard. This is Brad Hood’s exceptional, award winning example. I can only dream of one that nice. Nothing wrong with an RV-8 though.
  15. Started emp two Decembers ago. Wings two July’s ago. Knew I’d get some comments. There will initially be three amperage sources. Two batteries and an alternator with redundant buses. Each battery will provide over an hour of power without load shedding. There may be an additional permanent magnet alt added later, depending on the type of flying I do. Gotta live that long first. The battery and bus management systems available provide far more health monitoring than anything certified GA. That said, I realize things can go wrong. I chose established providers with
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