ShuRugal

Those are the only bulbs on my plane I haven't swapped to LED, because i don't feel like ripping out the dimmer to replace with a PWM module for dimming an LED. If you have a 14 volt system, those should be GE-89 bulbs.

Can you take a video with clear sound? It sounds to me like what you are describing is that you can hear the shower of sparks module before your ignition switch makes contact, but that shouldn't last four several seconds.

you would know, immediately, if any of those linkages failed while operating the gear. It would make very loud "banging" noises, the feel of the resistance on the J-bar would change dramatically, and you would probably also experience trim issues. Those linkages are not small components. The way the gear extension mechanism is designed, those linkages bear the load of the weight of the airplane and are under significant load when cornering while taxiing (or if you land not in nose-to-tail trim). They are beefy, would require tremendous force to break, and would release considerable energy upon breaking.

landing prohibited.

how long was it at 2800? https://www.lycoming.com/sites/default/files/SB369S Engine Inspection after Overspeed.pdf In fixed wing aircraft, momentary overspeed is defined as an increase of no more than 10% of rated engine RPM for a period not exceeding 3 seconds. If the duration and amount of overspeed is calculated to fall within the limitations defined as momentary, no further maintenance actions are necessary When the overspeed occurrence is less than 5% of the rated engine speed, the recommended corrective action for all engines is as follows: a. Identify and correct the cause of the overspeed. b. In the engine logbook, record the overspeed incident, any inspections, and corrective action 2800 is only a 4% overspeed, so if the duration was less than 3 seconds, it's acceptable. If it was more than 3 seconds, it needs to go in your engine logbook and you need to have a mechanic investigate the cause. Most likely the cause is that the high speed limit of your governor is incorrectly set. this is simple to fix, the limit is just a stop screw on the travel arm of the governor. Also, your tachometer may be reading high. first step is have the plane checked against a calibrated tachometer. if your tach is correct, proceed with having the governor set correctly.

Post you replied to says "they puke fuel like any other". You replied "no, that's what carburetors do." Sent from my Pixel 3a using Tapatalk

Maybe a regional thing. Calipers and Micrometers have both been available with dial indicator gauges for a century, though. It would be pretty silly to call a caliper without a Vernier on it a "Vernier". Sent from my Pixel 3a using Tapatalk

Calipers, regardless of the indication method, are only for rough measurements. Even if the scale used reads in a precision of tenths (as in, one ten thousandth of an inch), the sliding mechanism calipers are only repeatable to a few thou. If you're doing something where your tolerance is measured in single digit thou or smaller, you have to use a micrometer (and take the measurement at a calibrated temperature, or adjust your measurements based on the ambient temperature) Sent from my Pixel 3a using Tapatalk

Strictly speaking, a Vernier is any scale which measures small divisions by interpolation. Calipers and Micrometers are both available in Vernier, dial indicating, and digital flavors. Sent from my Pixel 3a using Tapatalk

Say what? A carburetor has this thing called a "float" which closes off this other thing called a "valve", and then it no longer admits fuel to the bowl. If you've a carburetor pissing fuel on the ground, something is broken. Sent from my Pixel 3a using Tapatalk

If the maintenance manual says that the only acceptable method requires a spoon-fed badger named "Alfred" to perform the work, but the industry has been using other techniques for decades because Alfred died, and was never the only qualified badger in the first place, then the manual is wrong. Sent from my Pixel 3a using Tapatalk

This has devolved into the weirdest pissing contest I've seen around here. Sent from my Pixel 3a using Tapatalk

It sounds like the bungee springs which cross connect your rudder and airlerons are unbalanced? Chock your mains and hang a weight on the tail tie down rings to get the nose wheel up. Center the rudder, then set the nose back down so the nose wheel keeps it centered. What does the yoke want to do? If it doesn't rest in the centered position, your crosslink bungees are unbalanced. Sent from my Pixel 3a using Tapatalk

I watched a DA 40 do this at SFQ today. Cranked for about 15 seconds, stopped and fiddled with levers energetically enough that I could see him jiggling, cranked for another 15, spluttered to life in a plume of black smoke, then powered up so fast he squatted the nose gear. Then I started as described above: mixture rich, boost to 6 PSI, idle cut, crank. It fired on the third blade, I released the key, advanced the mixture, and was idling at 1,100. We were both in SFQ for the same amount of time, he arrived only moments after I did. Sent from my Pixel 3a using Tapatalk

That's a good point. I was thinking on terms of carburetor. With an injected engine, I would instead just run the boost pump with the mixture and throttle both fully forward for a couple seconds until pressure rises, then pull everything back to idle/cut and crank Sent from my Pixel 3a using Tapatalk

I use the same start procedure, regardless of how "cold" or "hot" the engine is. The only thing I change is how many pumps I give the throttle to prime it. Mixture rich Boost pump to 6 psi Prime with throttle, 0 to 5 strokes Mixture to cutoff Throttle to idle position Crank Advance mixture after the engine fires Adjust mixture for stable idle The thing to keep in mind is that the engine will always fire if it has a combustible mixture. It's hard to control exactly how much fuel is in, and it's easy to make it too rich. By always cranking with the mixture at cutoff after doing some amount of priming, you guarantee that the mixture will fall through the combustible range and fire, at which point you now know what the mixture is and can add fuel to control it. Sent from my Pixel 3a using Tapatalk

He will be plenty comfortable in the copilot seat. I'm 5'8", and I have to sit with the seat all the rest forward during takeoff/landing to get full range of motion on the pedals. The seats have something like 8" of adjustment range in the "normal" range, and can be slid back about another 8" from the rearmost position to the back seat. Unless your son has his extra 7" in his neck, he'll be fine. Sent from my Pixel 3a using Tapatalk

That range is only forbidden for cruise operations. Transiting through it all low power on descent is expected and not harmful Sent from my Pixel 3a using Tapatalk

possibly? I was at the 2019 memorial day fly in.

lol, I know where my uncle lives - I @'d him because he still gets up to PA regularly and still knows a lot of folks up there, so he can probably recommend a Mooney mechanic.

@orionflt

The market is insane, but it's generally been my observation that a C172 will sell for twice a comparably-equipped vintage Mooney. The market for "the plane I did my training in" is insane. Sent from my Pixel 3a using Tapatalk

if your stanby vacuum source is pulling manifold vacuum, then you would see a small rise in RPM with it applied, especially if all your vacuum instruments have been removed. That lever would basically function as an intake leak. You would probably also see the engine get leaner, if carbureted. by 200 RPM? not sure, depends on how big the orifice is to draw vacuum, but it's certainly not impossible.

How much is "slightly" and what is your source of standby vacuum? Sent from my Pixel 3a using Tapatalk

Half way? That's all the way to an EDM-900 if you are doing the install. Sent from my Pixel 3a using Tapatalk