David Lloyd

My cholesterol just spiked!

A trick it happened, a treat you found it.

If the battery was reverse charged prior to install, a Skytech starter would not energize leading one to think defective starter. Would the master or starter relays even pull in with the wrong polarity? More stuff to keep us awake at night!

Looking forward to part duex. The heavy right wing thing, no, shouldn’t be like that. Service manual has step-by-step beginning with leveling the plane and verifying the ball is centered.

That's what I expect also. But with some proof. Moving Bubba will probably be easier than getting 65 pound Jakie to the cargo area. Her first trip she actually hopped up on the hat shelf! Everybody sees Jack, wide-eyed and 15 pounds. Jackie is black and hiding in the back.

One day I will get around to taking Bubba and a couple cases of bottled water for a ride and find that answer. Do a good check of the planned weight and balance. Then check the cruise speed with both front seats full forward and the water on Bubba's lap and maybe under his feet. Then Bubba somehow climbs in the back seat and the bottled water goes in the baggage. Slide my seat all the way back. Check the cruise speed again. Does Bubba really weigh 250 like he claims? Is it more? How much will the cruise speed change?

You’re absolutely correct, one drain from between the diaphragms.

There are two drains from the mechanical fuel pump, one that will vent fuel if the upper diaphragm leaks, the other for oil if the lower diaphragm leaks. Check to make certain the oil is coming from the breather vent and not the fuel pump drain.

By itself, no, but combined with a slightly low fuel flow, the need for higher than normal flow (Power Flow exhaust), some other unknown factors I think that potential is there. You’d think something relatively minor would not cause something like this. Why aren’t other engines doing the same thing? I don’t have an answer. I did have an IO360 with 10:1 pistons and would detonate sometimes when timed at 25* but never when timing was set to 23*. All the fixes listed may or may not take care of the problem. I would also have a shop inspect both mags. At least 4 plugs need replacing, I would replace all 8.

One of the mags was incorrectly set at 27 degrees, even less detonation margin.

Got the email today. Prior commitments for Saturday. Let me know how it turns out.

Don’t think you said, electronic ignition or mags?

Put some suspect fuel on a sheet of white paper. Avgas will evaporate totally. Even a small amount of jet will leave a greasy stain. Smell the paper, jet will have a distinct odor. Just a few minutes and you will likely confirm or dismiss the left tank fuel as being the culprit. edit. Sorry, you said that halfway through your first post. You provided a lot of information.

What was the purpose of the hybrid weights? Is that a piece of steel in the lead casting? Were they trying to make the counterbalance lighter? Did they change springs on the F or add something else?

Picture in this thread recently looks much like the picture in the SB. The counterweight part number in the SB is used only on the F, and only on1967 and earlier. C, D, E all used another part. I think 1968 they used the beaded elevator skins all models. The problem counterweight could show up on other models if the elevators were replaced with salvaged parts as mentioned in the SB.

Don’t think the closure makes much temp difference. A few people have said individual cylinder temps are more even. Just because the Garmin gauge appears accurate at ambient does not mean much at higher temps. Check the magneto timing. Going from 25* to 27* degrees BTDC would raise cylinder temps substantially. 20* would run much cooler. Two mags, or do you have a Surefly ignition? If Surefly, is it set for variable timing? When Lynn did the o/h, was the carb done? There is a larger main jet that should be used for Mooneys. Might not have been done. This would affect only climb temps. Idle mixture is for idle, red knob for cruise. A couple of my engines, even though broken in, continued to be unusually warm for 50 to 75 hours.

Chris, prior to my elevators being repaired, with just me aboard the trim would be near the top on short final. After repair, trim is at the top. I went over the bungee adjustments in detail with the mechanic and found the adjustments he made were in spec. Might just be a matter of adjustment at one end of the scale or the other.

Garmin told me at Oshkosh that they would have GS in the HSI display in the next software upgrade. That will make things more harmonious since the HSI also displays distance as well as time to the next waypoint. Chris, that is certainly good news to hear. I have been going back and forth with user info displayed on the 375 and 275s. Years back I spent decades and thousands of hours with a DME that displayed distance and speed or distance and time. I could consistently calculate the time from distance and speed within a few seconds. Took a lot of practice. But I used to be able to multiply 3 and 4 digit numbers in my head. Dangers of have a job that used a lot of numbers.

Similar setup, 375 and two 275s. Love what you got.

Your description of the problem does sound as though the master solenoid is the problem. You have the correct PMA replacement. The “inner” solenoid is the starter solenoid. You really need to replace the cable from master to starter or at least, put a boot on it. Oddly enough, I have both to replace in the next week or so.

What are they?

Yes, although the factory did just that in 1975 with my C. There was a calculation for deducting useable fuel based on the 80*F temperature (a nice winter day in K'ville). Guess no one outside the factory is trusted to correct the 52 gallon fuel weight for temperature.

It was Airtex for the seats, sidewalls and carpet. I installed. Thanks.

Time has come unexpectedly to for me to give up flying and sell my Mooney. 1975 M20C 3825 TT, 1900 SMOH, 838 useful load, $82,000. Bladders, front shoulder harness, articulating front seats, leather interior, two LED landing lights, Tanis preheat, Surefly ignition, Powerflow exhaust, Aux power plug, fuel flow, no engine monitor. 201 Mods-windshield, wingtips, gap seals, dorsal fin, wing root fairings, 1 piece belly, overlapping nose gear doors, cowl flaps (not std in '75), oil cooler relocation, no step, nose closure, rounded side window corners. All done by Mod Works at same time as engine and new 3 blade McCauley prop. Avionics-GNX375, PAR200B, KX-165, Stec 60-2, GI275 ADI, GI275 Standby ADI/HSI. No indications of a gear up, nothing in the logs or FAA records showing any damage other than the elevators just replaced due to the hangar wall being blown in during a thunderstorm. There was a wing skin replace on each wing in 1977 for unknow reasons. First logbook is missing. Airplane was Canadian registry 1977-1994. Canadian logs are crap but I have them. 1977-2019 have been scanned if you want to look. Last two annuals by Lynn Mace at AGL.

W&B on my C showed "No Change" on the weight and arm. In the STC, it did state "Weight Change-None." You might want to contact Lasar for your mid-body answer.