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About Freemasm

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    Orlando, FL
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  1. Wish I had all the data or you lived nearby. As mentioned, a worm gear cannot apply a force back through the drive end. Decent chance your coupling (rubber donut with embedded steel plates) between the motor and gearbox is getting torsional strain (wound up) and/or some part of the mechanism is yielding; strongly suggesting the mechanism has hit a mechanical limit. Here you'd guess spring cans are collapsed. These cans limit the mechanical force/strain of the mechanism during down actuation; linkage columns being the critical member. Forces rise dramatically if the springs are collapsed to solid height at any time during the actuation. The outlier in the data is why the breaker never tripped. Maybe the very short re-enegize cycle prevents that. Keep us informed. It's a good one. Read the SM and SBs. Its your aircraft and your bank account. If it's experiencing higher than design forces, it's costing you money. The weak link in the entire system gear box. At least they're plentiful and almost free.
  2. Going by memory as I'm now a lurker versus a MSer. I would strongly suspect, at a minimum, the actuation paddle for the down cycle is incorrectly set. This essentially means that everything on the down cycle is incorrect. In the videos. the motor re-energizes momentarily after the gear is supposedly locked. This should not happen. The gear motor should de-energize (Green light on) at the specified over-center torque and vice versa. The subsequent motor/actuator overrun should stop before the spring cans are fully collapsed. You are within some degree of having a gear collapse. Additionally, "spring back" is impossible with a worm gear (assuming you have the typical which should be with the 20:1 fast gear). Forces cannot be transmitted backward to the drive end and they fail in-place. That's why many landing gear and almost all flap systems utilize them. They're loud AF on Airbus's. You've probably noticed. Before reading any other comments: Read the Service Manual section specific to gear rigging. Afterwards, read it again. Everyone makes mistakes, even supposed experts. That is your investment, no one else's. Protect it
  3. You may want to consider these. Used in many GA Aircraft through their Type Certificates. Very good chance they are the same as those already installed in your aircraft.
  4. I have the main gear rigging tool. 69 Cs used spring can compression measurement for the nose gear. Any idea what it’s worth? Mooney GSE, not a knockoff.
  5. Bendix Switch Repair Kit 10-357515 (NEW OLD STOCK). A collection of contacts as you'd expect. Opened to look at the components but my V drop across the switch was still good, so. $40 OBO. New certified Bendix switches start in the high $400s. Will try and remember to take pix and post this weekend.
  6. Some answers to questions in replies Is the new owner strong enough to be hanging around here? I'm sure he is. He has my help as long as he thinks he needs it. He's hooked up with an good, experienced AP/IA that knows how to fix things instead of just replacing stuff like a lot of the newer guys. Between the that guy and you guys, he'll be OK. What are your next steps? Will you be staying around MS? Building something. I don't sleep much so that is speeding things along. Fuselage is mostly done so I'm going to be out of room once the wings go on. They want $1500/month for larger (than a tee) hangar here. I can't justify that. Otherwise, I'd still have the Mooney for a while. I will say I'm having a ball playing with some of the newer technology that hasn't made it to GA yet I will probably lurk for a while. I mostly stopped posting a while back. One good thing about becoming more established in life, I no longer feel obligated to engage the dumb a$$ of the world. That essence sees to be expanding faster than the universe. When someone asks for help regarding fuel and you provide a detailed, hopefully somewhat educational response about the importance/consequences of Reid Vapor Pressure/seasonal fuel blends/whatever; some Gomer wants to debate you because "my buddy's (probably himself) been putting car gas in his Mooney for years with no issues" as his justification. Trust me, not saying I know a lot but the whole process is contrary to productivity. The only help I provide these days is via email or in person. I'll probably be getting rid of some Mooney specific stuff on here. Yes, lurking for a while. A quick commentary. You've seen the word "civil" thrown about on this forum/about this forum; specifically the lack of related. A lot of MSer's almost treat it badge of honor. The other forums are not only more civil but the overall attitude is more helpful than trying to dispute/tear down others. Not that my opinion counts for sh!t but hard to believe that was ever an intention when creating this sometimes wonderful forum. Once a Mooniac always a Mooniac... Yes and no. Admittedly I'm weird AF about some things. When a door closes in my life, it tends to stay closed. Obviously, I've got issues How was your experience with turning over the keys or rather the second biggest day of aircraft ownership? Hurt like hell. I bought a neglected short body off of ramp for $12.5K and spent a few months getting it airworthy and an engine overhaul soon after. Money well spent. I spent a lot of time under the direct supervision of a Charles Taylor award winner (back when that meant more, criteria seems to have been way watered down over the last couple of decades). The pre-buy inspector said it was the best 201 windshield mod install he'd seen. That opinion was helped as I've seen a lot of bad ones too. The retainer is sized for the "newer" models so it was too big for my lowly C. Almost a whole day with a shrinker made for a wicked tight fit. The retainer doesn't have much temper, if any. Lots of sanding and filling. Why am I rambling? Lots of time and frustration in that aircraft. I would check flightaware for it's progress to it's new home a couple of states away. I'll reiterate, it sucks. What year was the first picture taken? Guessing ~1990 in what looks like Titusville Florida. I think right after engine overhaul. Cheers boys.
  7. Mostly stopped posting here a while back. I just sold my Mooney. Second longest relationship of my life, so far. I had a few folks waiting for it so I never advertised it. I understand how rude that was since I didn’t give everyone a chance to flame all over it while; declaring why their choices were right and mine were wrong; change the subject to talk about their aircraft or themselves, etc. So, here you go. Enjoy. I’ll give you the easy ones. It’s a short body (It fit my mission was an a$$ ton of fun to fly. Thousand pound useful load after replacing old radios, ancient wiring, power supplies, etc). It’s not an E with 200HP (Very true but straight valve Lycomings are as bullet proof as they get, IMO. BTW, ask an old time Lycoming engineer and they’ll tell you the IO didn’t make rated power without ram air. The difference isn’t as much as advertised). It didn’t fly enough (Unfortunately true. Spent a lot of down time making things better versus just repairing/making airworthy. Good thing is, there are still some people that desire a low time airframe, with < 2500TT.) The GPS is a POS. (Nothing truer. Was going to install a 355 before I committed to a new flying direction even though it’s only a $50k-ish aircraft. I enjoy getting to know the newer technology from as many aspects as possible. I personally try not to relay too much on GPS nav. My brain stays more in the loop when only using it as a more occasional reference. I’m aware of newly certificated PPs and IRPs that admit they are lost without a GPS.) It doesn’t have an autopilot. (Yep. Was waiting on TruTrak but everyone knows that story. Would have done it even I knew the aircraft wouldn’t be mine too much longer. The servos are new-ish and the TC head and dedicated power supply overhauled) It’s a Florida aircraft. (Correct but hangered since 1990 and was an early adopter of ACF-50, then corrosionX and Dinitrol AV8, (a wicked good fry film protectorant for those who buy everything from ACSpruce). Had colleagues/fellow pilots at Kennedy Space Center who tested products in the labs. Was nice not having to reply on marketing or word of mouth). The tanks are original. (Refrained from taking working, sealed tanks out of service. I’ve had the pleasure of talking to the engineers at DeSoto over the years. There’s plenty of B52s flying with original sealant since the 50s. Pays to keep those heat sinks optimized (fuel tanks full) and other precautions.) The new owner had to settle for the above aircraft that shouldn't nickel/dime him as it had new hoses, new gear pucks, new Lord mounts, all of the electric motors recently overhauled, new avionics harnesses, etc. I hope he enjoys his first aircraft as much as I enjoyed flying it and making it better. A gave you the easy ones above. Now, flame away boys.
  8. To the top, for visibility.
  9. Feel free to reply as this will keep the topic near the top of the category and in the Recent Threads section. As mentioned, this thread is all about visibility. The real charity was begun by others.
  10. Forgive me if I step on anyone's toes. Some very good intentions were started by others but I believe they are not getting the visibility they should being buried deep in another thread; hence, this new one. Mooney Pilot Mark Brandemuelhl was in a crash of a new Mooney earlier this month. He suffered substantial life changing injuries. The details are too sad to repeat but can be found near the end of the thread, here: Also towards the end of the article, it mentions ways to donate such as PayPal to: or donation to Jenny via zelle Many have donated via these methods already. There is a new go-fund-me page at: which is a pretty easy way to donate. The go-fund-me site also makes it easy way to share the funding cause/info outside of the MooneySpace "family". I'm sure he and his family would appreciate it. FYI, I am not affiliated in any way and have no specific knowledge or details. Don't expect any responses. My only intentions are captured in the first few sentences.
  11. I swore off posting a while back; however, donation sent.
  12. @carusoam It's all good. Wasn't supposed to be a barb(s). I bang things out quickly in a stream of consciousness; one of my many problems. I mentioned "from what I recall" then admitted I hadn't done so correctly. Now it's going to bug the sh!t out of me until I can fully remember the details of what aircraft that applied to. I'm overdue for taking an MS break, anyway. I appreciate all of your good posts. Scott F
  13. OK. I said "from what I recall" which doesn't look like I could.I don't keep manuals in the office. I'll take my a$$whipping. In retrospect, I think I geeked up on this particular subject when helping someone rebuild a Saratoga wing a million years ago. Not the first time I remembered the specific application incorrectly. That said (and now that I hopefully still have some of you smart guys attention), did I get the overall theory and overall application correct? For skins that are heat treated after forming, don't they have to be replaced in kind (drastic measures like finding someone with proper heat treat cert, DERs, etc. aside)? This is a sincere request.