• Content Count

  • Joined

  • Last visited

Community Reputation

60 Excellent

About Freemasm

Profile Information

  • Location
    Orlando, FL
  • Model

Recent Profile Visitors

543 profile views
  1. Freemasm

    Replacement Visor Lens - DIY

    Did the same for my C. They are at least as good as the originals Fine teeth, nothing reciprocating (vibrating tools are OK if you go slow and careful) and standard drill bits will destroy the product. Air tools are safer than electric (torque limited). A better place to research this is the EAA sites or Vansairforce. Lots of good info there.
  2. After many years of threats, the A&P/IA I've used for almost 30 years is retiring. If anyone knows someone with the proper, respected skill set, I'd appreciate the lead. PM is probably preferable if you're including someone's contact info. Much thanks.
  3. Still looking if anybody had anything. Let me know.
  4. Freemasm

    Original 1965 tanks haven't leaked yet

    I have a '69 C with original sealant except for one panel. The only leak was the unfortunately placed access panel right where you step out of the cockpit; a panel smartly removed from later model designs. A major avionics upgrade/new interior/etc caused ten years worth traffic in a few weeks and subsequent leak. Also, the sealant used for removable panels isn't as tough to allow future panel removal without destroying them. The compounds are well proven. Application is everything. You may wish to put a little money away as at some point, you may need it. Don't let anyone talk you to reseal until condition dictates it. Keep the tanks full and stay off of rough runways and taxiways and avoid the unfortunately placed panel in the wing walk. BTW. The same sealant family and techniques are utilized to seal fuselages for pressurization. I'm making tanks for a project and the materials engineer from PRC-DeSoto was kind enough to answer my question about dry layup limitations (before introduction of fuel) even though I'm just a GA guy. His very informative reply (at least to me) is below. Hope this helps We make no claims as to service life, and there is nothing in the material specs to which we certify that would duplicate sealant that has been fuel immersed, then dried for a long period of time.As you are aware, the preferred method of aircraft storage is to keep some fuel in the tanks. This keeps the sealant from drying out and shrinking. (this also goes for the other types of elastomers in the fuel system such as O-rings etc.)From my experience in the Industry over many years, a lot of how well the sealant does in long term aircraft storage is predicated on the original seal design that was used. OEM’s that specified thicker fillets, and used a more redundant seal design in their tanks will be less prone to leaks upon refueling. Wow – you have a Mooney that doesn’t leak? Incredible. I deal with all aircraft that use Pro-Seal and PRC sealant, Mil, Commercial, and GA. Other than the first series of B-1b bombers, the Mooney seems to be one of the most leak prone aircraft. (my edit here, Mooney's have very stiff landing gear. The tribal knowledge in that community is to keep the tanks full and stay off of rough fields) The Mooney materials engineer had to have come from Lockheed Burbank, because your plane is sealed the same way as the Conni, Electra and P-3 …and for that matter the F-117. There are some people out there that use Shell 1010 oil over the seals, but the USAF materials guys advise against this, and neither Boeing, or Airbus approve either. FYI – B-52’s are all over 50 years old and 80% of the sealant is still original (and these planes have like 36 feet of wing deflection). (My edit here, deflection probably isn't the problem. Mooney gear are very stiff. Sharp accelerations like hard landings and taxiway bumps are the probable Mooney culprits.) All that said, if I had newly fab'd tanks and knew it would be a while before they were put into service, I'd probably have some fuel sealed in the tanks; reference the B-52 comment. We can assume they're always fueled. Just because they don't leak immediately after a long dry time/wait doesn't mean you haven't affected the sealant life.Probably won't help me in my hunt but if this saves anyone some rework, all good.
  5. Just got an email that Brittain industries has a buyer. More news to come, probably slowly, but it's a start.
  6. The following was shared with the thread originator before posting here. The parts were inspected by an expert Fracture Analyst (PhD) using techniques and equipment specific to and universally accepted for such analysis. No details or background was forwarded to the examiner to prevent prejudice/bias. Name and/or Company will not be disclosed. The quick findings summary is: - Full overload, ductile failure (the component was “pulled apart”). No evidence of fatigue, stress corrosion cracks, etc. What’s not in question: - The failure mechanism (see above). Hardware never lies. - If properly rigged. The subject component can only experience axial forces (true tension and compression) as it is utilizes a bearing in each end of a long (column) linkage. - Fracture surface/mode is consistent above statement. - Some will point to the appearance of the threads being pulled. The threads did not fail. Remember that the design utilizes a jam nut so stresses beneath it are not the same as the free end not experiencing any torque pre-load. - The subject part was changed in subsequent applications. Other things for Considerations: - This assumes gear never actuated above Vlo and/or proper breaker protection, gear balancing springs are functional, etc; IMHO, this would be hard to justify as a cause or even a contributor. - The subject (main gear) actuator linkages are in compression when extending/extended position. They are in tension when retracting/retracted position. - When properly rigged, the compressive forces are limited via in-line springs. Proper rigging assures springs are not collapsed to solid height after actuator over-run; thus, resultant stresses cannot exceed the related spring force. - When properly rigged, tension forces are limited to aerodynamic load. (assumption = this aircraft and all Mooney landing gears have the same design basis).They utilize an over center down-lock, there is no up-lock. The gear is held in the up position via actuator force alone. Up rigging should account for actuator over-run; therefore, forces should not increase unless bound (over-run clearances not accounted for). Indirect evidence of miss-rigging: - The OP stated the gear would have a similar “clunk” when actuated up or down. See above statement(s). This is inconsistent with my experience or understanding of the design/related kinematics. - The OP states the up “clunk” was no longer evident after fractured part was replaced and field rigged for flight to home base. There it is. Facts, followed by in-direct evidence and ultimately my own personal opinion. I’ll neither defend the findings nor my this could evoke a lot of comments. These could take a lot of my time if allowed to do so. My only intention was to help a fellow OP who got in a bad, potentially dangerous situation and got pretty lucky; again, my opinion. There it is. Swing away. Cheers Boys.
  7. If someone comes up with a way to install the new whip under the dorsal (without removing it), please reply with your methods/techniques. I’d be wicked interested.
  8. Freemasm

    1962 m20c rotating beacon

    Can't tell you the exact RPM as I removed mine ~25 years ago. Got tired of rebuilding it; plus, they weren't the most noticeable of becons. The old Whelen beacons were slooooow and noisy; ten RPM sounds about right. I don't think there's any way for that cheap, probably well worn mechanism to withstand higher speeds much less 40rpm. All that said, there's many more cheap options and related threads available. Get a self contained strobe or LED flasher. It will outlast all of us and you'll never have to think about it again. Good luck
  9. Freemasm

    Landing gear control box?

    I can see in your photo, the cam is still attached to the throttle. This is the part you adjust to actuate the throttle position limit switch to the desired setting. Look close and see if the micro switch is still there. If it’s quiet, you can hear the switch close/open near the closed/back position of the throttle. Find that switch in the schematics/follow those wires out of the switch to run it down. Takes a while. Again, best of luck.
  10. Freemasm

    Landing gear control box?

    That’s a different question. Going from memory here (I’m not home/schematics not with me), the gear warning horn is a series circuit with the gear down limit switch. The warning horn (located behind the copilot head in cealing flashing) is in line with a micro limit switch actuated by the throttle position. Basically, the system assumes a throttle position below a set point (~14” MP IIRC) should have the gear down. If not, the horn activates. I can see it’s a big project but If you can refine your questions, you’ll get a lot of help from the members here. If you don’t have parts and service manuals, you’re really going to need them. Best of luck.
  11. Freemasm

    Landing gear control box?

    Your instrument light control knob is part of the box. Look behind that knob. What is the exact problem you’re trying to troubleshoot?
  12. Freemasm

    Fuel Selector Help!

    Sure but at what pain level? Go into an FBO and ask for a stato washer or similar item and you'll most likely get a blank stare. AN/NAS/MS/etc parts that were disguised with aircraft manufacturer PNs made it unreasonably painful; of course, that was their intention. While I get tired of personal computing devices invading my life more and more, some aspects are very welcome. I don't miss spending hours or days searching/calling/questioning for obscure parts. The "Good Old Days" were never that good from any perspective.
  13. Freemasm

    Fuel Selector Help!

    That would be it, Sir. I guess we're stuck with them. Before the internet made it easy, these were hard to find in General Aviation based operations.
  14. First look would make you guess brittle fracture from over tension which would make you guess mis-rigging/over retraction. Let's see if we can get it through the lab and what they say. Should be a fun one to have analyzed.
  15. Freemasm

    Over Voltage Light

    What kind of reg? A Zeftronics unit and some other modern ones will have a status/troubleshooting light(s) on the unit. certainly worth a look for troubleshooting actual condition vs. indicator.