Dialed In

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About Dialed In

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    Junior Member

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    Flying, snow and water skiing, camping
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  • Model
    1965 M20E

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  1. The borescope I have is the Vividia VA-400 hooked up to my laptop I will get some better pictures when annual is done and I have some time. I did find a shop that has done the rope trick several times with success close by and will be flying down there likely in September to have him look at it. Thanks for the help guys. @cliffy
  2. When I was running lop it was approximately 30-35 degrees lop on the single egt. I would lean until rough then richen slightly. I was trying it out wot at 8,500 then 9,500 ft both flights were about 90 minutes each. Typically I do not get any oil on the belly while flying however during these flights I ended up with a good amount on the gear doors that steamed down the belly a bit. It was not real large amount but when your used to nothing it was enough to be concerned about. I am curious how it could pressurize the crank case enough to blow oil out but I resigned myself to the fact that this engine is just happier rop until I get better monitoring equipment. Both times I was right around that 8.5 gph when I topped off after the flights.
  3. Paul, thanks for the heads up they were the ones that put my GNX-375 and g-5 in last year I was pleased with the work but did not realize they had a Mooney specialist. I like the suggestions I’m thinking of running it another 25-50 hrs and bore scoping again. Rich is right this engine does not own me anything and I’m happy it is running as well as it is however I do have the scope so might as well use it. I have really been struggling trying to decide if I want to go the replace on condition route and try to get over 3000 hours out of it or whether I should just bite the bullet and get the full overhaul in the next 200 hrs. Going through the logs it looks like this engine has not had much done to it, wobble test done at 1600 hrs passed but other then that really nothing internal has been touched since 96. That being said it has been 24 years it is probably just time to get the overhaul done.
  4. Thanks for the reply Anthony, she is studying to become a nurse practitioner she is starting to enter the clinical stage. Don’t know on the plugs as the bottom plugs were still installed and I was just trying to scope and head out they are tempest fine wires installed 115 hrs ago. I have tried lean of peak and the engine seems to run well there and defiantly cooler on the cht’s but when I land I find there is oil splattered on the bottom of the plane coming from the large breather, picture of breather attached. When I run rop I have no oil exiting the breather the engine typically burns 1qt every 9 hours. Those are cross hatching marks, not the best angle on the pic I have to work on that. Where can I find how to “call” members on the forum? -Chase
  5. They are saved as BMP files I may have to try to convert them to jpeg. I converted them to jpeg should work now.
  6. Alright guys here it is 1965 E A1A. I got to annual and was told the shop owner would not allow me to assist in the annual today which changed since the last time I had talked to them, bummer. The shop started the annual and the compression's were 78/80 on all cylinders cold. We had some weather move in so I flew to the shop last night and the weather was rainy today so they checked them cold. They do not typically scope cylinders, I have been looking for an A&P in Montana that does but that has proven difficult, anyway since the original agreement was I could help I felt that this would be one area I would tackle. I talked them into allowing me to scope the cylinders and the attached photos are of number one I'm sorry they are not the best. I do read Mike Busch and have looked at the anatomy of a valve poster but I am having trouble deciding if this is the beginning of a burnt valve or possibly some lead build up on the seat that could pass with time as the markings seem concentric. This engine has just under 2200 hrs on it the cylinders have not been touched. I do not have an engine monitor yet and have been saving up for one as well as the engine overhaul hopefully it will make it another year or two until my wife is out of graduate school. The engine starts very well, does not miss at all, and over all feels strong. I bought this plane with 1900 hrs on the engine and have run it rich of peak due to not having good instrumentation and that has been the way it has always been run so the chamber is not as clean as many of yours. The cross hatching is still on the cylinder walls and since owning it it has been 76-78 compression so what do you all think? @M20Doc, @N201MKTurbo -Chase 1.9.bmp 1.11.bmp 1.12.bmp 1.14.bmp
  7. It is that display however if you add it to your cart it will say it is on back order. A guy on eBay has them for 235.00 who apparently sourced them from the same supplier digikey got them from.
  8. Rich hit it on the head again thanks for the insite guys.
  9. So here is the story, this winter my Narco 12D started having display problems. If I did not preheat the cabin the display did not read for maybe five minutes or so which was fine because by the time I was ready to go and the engine was warm it was ready. Lately it has been getting worse and worse, temps having been in the 60's but the temperature does not seem to matter anymore. If I pressed up on the front of the display it would light like it should so I could dial in the right frequencies then ten minutes or so into the flight it would come back on by itself. I have been waiting for annual to get it pulled which is the second week of June do you guys have any recommendations on repair shop's for these old Narco's? Other then the display the radio and Nav work awesome the radio is nice and crisp and seems to have awesome range so I would hate to have to give it up now. Is this the common display failure mode that everyone talks about? It seems odd to me that it would be the display because if I press up on the front of the display or down on the back of the radio it lights up and the NAV side does not miss a beat. Any suggestions are welcome, thanks -Chase Radio.mov
  10. When people catch me doing that I just tell them I needed a professional opinion.
  11. I got the Mooney into the shop three weeks ago and my A&P let me tackle it with his oversight. I did what N201MKTurbo said and removed the line between the servo and the fire wall, I blew it out and sure enough there was a decent amount of fuel in it. I then removed the line from the gauge to the fire wall and blew through it and there was fuel all the way up there. I finished up with the gauge and let it dry. Once it was back together everything works as it should I wanted to put some hours on it before replying to make sure it was repaired which it is, thanks a bunch guys. -Chase
  12. I appreciate the insite guys, I will check that when I get back next week and let you know. -Chase
  13. Mechanical pump was replaced at the service center last week that is why it is now reading 30 psi they told me is was a sb by lycoming and that is the pump that should be on there. I know I’ve read on here about the new pumps being higher pressure but they assured me it was the way it should be. Anyway the video is after the replacement on the way home, before the replacement it was 25 psi steady dropping to around 18.
  14. Thanks for the suggestions guys, I do have a service manual circa 1980 that I think is the last rendition for my plane but IMO it is lacking in the fuel system area. I went through my airframe log book again and they did service the fuel strainer after the dukes pump at annual however nothing was said about the gascolator. I went out and ran the plane up then changed the oil, while under there I pulled the panel and removed the fuel strainer after the dukes pump and it was clean as a whistle. I installed a new oring and put it back together, the anodized fitting on the exit of the strainer had been relatively loose not hand tight but close so I hoped this was the issue. Once checking for fuel leaks, running up the engine and checking for oil leaks, then putting the cowlings back on I went for a flight in the pattern and thought I had it licked because it did not act up once in the 30 minutes I was up there. I landed checked everything over again then went up and flew for an hour and fuel issue came back. It happened twice while I was up there pretty much identical to what the video shows with the new pump installed. After flight I get an area on the floor about the size of a quarter where the fuel drips out of the sniffle valve nothing else leaks externally. I'm going to have my A&P look at it when he can I'm still thinking of having him go through the gascolator but is there anything else easy I could check before that? I always assumed the original fuel pressure gauge I have was mechanical but I did not look under the dash today to make sure and I can't find anything about it in the manual is it electric? If so where is the traducer located so I could check the wire? Is there a chance it could be in the fuel servo even though there is no noticeable change in engine performance? A JPI 900 is on the list but I have been getting some of these other issues sorted while trying to save up for it BTW sorry for the book.