sdflysurf

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About sdflysurf

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  1. sdflysurf

    Mooney has been sitting

    I still think the 6 position selector below my yoke is for EGT as some have mentioned - I'll find out Tuesday when we test fly the plane. Browsing trade-a-plane I found a panel that had the "speaker" controls I was trying to figure out. Thinking this is pretty close to what I have.
  2. sdflysurf

    Mooney has been sitting

    Yes - this is a screen-grab from the video I took while doing run-up and instrument check.
  3. sdflysurf

    Mooney has been sitting

    Sounds like the best explanation for that...it is right below the EGT instrument after all and I confirmed that there is an EGT Sensor on each cylinder's exhaust.
  4. sdflysurf

    Mooney has been sitting

    Thank you! not sure what the extra vent tube in the footwell is for either. Looks like we don't have a squat switch - just airspeed safeguard - got the gear down!
  5. sdflysurf

    Mooney has been sitting

    Excellent thank you. so you think the switches between the knobs are actually to turn those lights on as well? I am not there to test, but I'll have the A&P check. My next guess on the 1-6 dial is for me to select how much cabin noise I want - maybe some 20 year old noise cancellation experiment. Or maybe a cruise control?
  6. sdflysurf

    Mooney has been sitting

    HA - I forgot - Warp drive of course!
  7. sdflysurf

    Mooney has been sitting

    THANK YOU ALL! Blew in the pitot (gently) and gear came up! The mechanic has been at all of the checklist items and AD's and we have an IA lined up to sign off on the ANNUAL when we are ready for him, so no ferry permit necessary! No need for Pitot/static/transponder test until we get it back near us (outside of mode C veil where we are going next). Now - I have figured everything out except for some lights and buttons that are not labeled - can anyone help me with these? Left to right - Above the airspeed indicator gear up and gear down, then above Attitude Indicator I think that is vacuum pressure low (because I saw it go off when I got to 1700 RPM) and I'm just taking a guess that the next one is vacuum pressure too high?? Then to the right of that I think that has to do with the 2 place intercom... knob on left for pilot volume, not sure what the switches do and then knob on right is passenger volume. Guessing this is just a 2 place intercom because I haven't found jacks in the back (yet). Then there is this: What the heck is that 1-6 settable dial for? it has gears behind it that drive what looks to be a 6 relay kind of device.
  8. sdflysurf

    Mooney has been sitting

    Fantastic! I'll look it up. We are jacking it up today and I'll pass that along.
  9. sdflysurf

    Mooney has been sitting

    Cool - that is exactly where I told the A&P to check in my message last night. I'm hoping it is a stuck switch vs having to replace those pucks!
  10. sdflysurf

    Mooney has been sitting

    Thank you!!!! I read about the squat switch and sent that to the A&P (it was too late because he was gone for the day) and that is the first thing we are looking at today. you think the donuts are not expanding while on jacks because maybe they've just been compressed too dang long? If so I'd be interested to understand if there is a way to condition them or if they should be replaced. Looking at them while on the jacks and on the ground showed no cracking or tearing or poor condition.
  11. sdflysurf

    Mooney has been sitting

    Thanks for your reply - That is exactly what I am researching/looking for - to see if there is some safety switch that might be stuck (ie gear feels pressure from being on the ground so it knows it is on the ground and wont allow it to go up accidentally, airspeed as you described, etc). So are you saying that the M20F has an airspeed pressure switch and so when you do a gear up test when the airplane is on jacks you have to blow into the pitot? standard procedure?
  12. sdflysurf

    Mooney has been sitting

    Ok back from a loooooooong day of cleaning and preparing the plane. We removed most of the panels and cleaned out the birds nests....fortunately birds scare off rodents, and birds just are messy, they don't chew on wires, so all of the wires are looking nice. There is quite a bit of corrosion to deal with on the exterior, but the interior looks good and the wing spar inspection was nice. -drained oil and borescoped/inspected engine components, sparkplugs, wires, filter, etc. -added new oil and hand turned prop for quite a bit then double checked filter again. -jacked up plane and pulled all wheels - Repacked the bearings and inspected the wheels and tires and greased the landing gear. Surprising they had very little wear and zero dry rot or any other causes for concern so I will be returning the FC3s until another day! -cleaned fuel tanks, replaced gaskets, and added fuel - no leaks! -replaced batteries and turned on avionics - bad squeal on one of the components on the right side of the panel until warmed up (King KY-197 - Comm or Narco AT50A Transponder?) -Retract gear failed - not sure if it is wiring or a bad retract motor. Looking for wiring diagram and advice today. -Starting test: electronic fuel pump worked nice, starter didn't engage (needed lube to move it had been sitting too long), then finally: IMG_7243_TRIM.MOV
  13. sdflysurf

    Mooney has been sitting

    Yeah - I'm bummed I don't have my complex and time in a mooney already so that I could be the one to fly it back to SD. This whole test pilot thing sounds fun!!!! I think what I read about clearance was only on a re-tread. So far everyone is confirming that the FCIII 6.00-6 6ply (main) and the 5.00-5 6 ply (nose) are good to go.
  14. sdflysurf

    Mooney has been sitting

    Cool thanks - I'll make sure to read it!