PT20J

Oh boy, Ross. I can hear the whir of the can opener and see the worms emerging Since there are no rules requiring parts paperwork, it comes down to the comfort level of the person signing the logbook. https://www.avm-mag.com/the-parts-traceability-puzzle/ Skip

Sorry about the auto accident. I worried about shipping when I bought a Lycoming rebuilt. Lycoming only ships FOB their loading dock, which means when it leaves on the truck, I own it. The insurance included doesn’t nearly cover the value of the engine and I could not find a reasonable way to purchase additional insurance. It got to me OK, but I lost a little sleep over it. Skip

Byron, from the picture, I think that hose was used for a fuel line, not the prop governor. The proper NAPA prop governor lines would be imprinted NOT FOR USE ON PROPELLER GOVERNOR SYSTEMS.

Not sure what you mean by “zero timed.” Only Lycoming can rebuild an engine and declare it zero time with a new logbook. (They do this because they take all the cores to pieces, recondition the good parts, throw the parts into inventory and rebuild engines from this inventory. There is no way to know what time is on all the parts that make up a factory rebuilt engine). Skip

Well, maybe.... But, I’ve never seen gas drip from the sniffle unless I over prime it. If you shut down with the mixture control, you’ve cleared out the injector lines. So, where would the gas be coming from? I once found gas dripping on my nose wheel. Turned out to be a loose B nut on the fuel pump end of the fuel line to the servo. After that, I checked the torque on all the fittings and torque sealed them. Skip

Check the tach. Unless someone has messed with the low pitch stops, the prop shouldn’t be able to turn that fast at takeoff airspeed. First annual and first year of ownership can be full of unpleasant (and expensive) surprises, in my experience. Remember, the previous owner probably was thinking about selling long before they did — and likely deferring maintenance all the while. Skip

Lycoming SI 1435 allows the option of a flexible hose on the prop governor line, so that might be OK if the hose is the Lycoming-specified part. Skip

Sniffle is to drain intake of excess liquid fuel. If sniffle drips after shutdown using mixture control to kill engine by starving it for gas, you’ve got to ask where the fuel is coming from to get into the manifold?

OK, here’s the scoop on control bearings: My M20J IPC does not list the bearings but only the next higher assemblies which are brackets with the bearings pressed into them. I confirmed with Dan Reisland at LASAR that the aileron, elevator and rudder bearings are PN3A. (I did not confirm, but believe that the flaps use PN4A bearings). I confirmed with Ivette Prerez at RBC Bearings that they are NOT sealed. Therefore, the Mooney Maintenance Manual is correct and the bearings should be oiled with a light machine oil annually/100 hrs. Skip

Maybe, but on my J, they fit perfectly after installation and then got a couple of small puckers after a few hours. So, I guess it could go either way. Skip

Not surprised they fit well. Guy die cuts them and makes his dies from originals he has obtained over time. If gaps are small and temps OK I wouldn’t worry too much as air pressure likely closes them during flight. Key to a good fit is stretching the material slightly during installation to get it to “lean” forward and inward. Even so, small gaps are, as Don says, inevitable. Skip

Bevan-Rabell is now Bevan Aviation. Haven't used them personally, but I know an FBO with a large fleet of C-172 rental airplanes that swears they keep his KX-155s running inexpensively enough to make upgrading the radios not cost effective. Skip

Not sure about this. I believe that Mooney uses PN3A bearings. I cannot find a spec sheet online for this. Closest I could come is Motion Industries listing https://www.motionindustries.com/productDetail.jsp?sku=02664850 which lists it as having an open closure. Maybe someone can find a full spec sheet. If it is unsealed, then light oil would make sense every 100 hrs. Skip

So, what did you ask, and what did they say?

One more thing... People sometimes get confused about whether slips are prohibited in the C-172. They are not. Cessna merely said in the POH: “Steep slips should be avoided with flap settings greater than 20 deg due to a slight tendency for the elevator to oscillate under certain conditions of airspeed, slip angle, and center of gravity loadings.” On the older models with the maximum 40 deg flap setting, there was also a placard stating “AVOID SLIPS WITH FLAPS EXTENDED”. Skip

A few things to think about: 1. Mooney changed the elevator trim design starting with the K model from the old trim assist bungees to a variable down spring. 2. So long as a maneuver is not prohibited in the limitations section of the AFM it should pose no undue hazard. 3. When an airplane is buffeting, it’s telling you something. 4. Kromer was talking about extreme sideslip angles with full rudder deflection. Smaller sideslip angles, used for typical crosswind landings and small glidepath adjustments, are a different thing. 5. Generally, I think of slips as a training maneuver and for glidepath control in aircraft that do not have flaps. Mooney’s don’t really need to slip much in normal operations and passengers generally don’t like them. Skip

Available on FAA website.

MIL-G-81322 (superseded by MIL-PRF-81322) is Aeroshell 22 MIL-G-23827 (superseded by MIL-PRF-23827) is Aeroshell 7 MIL-G-3545 (obsolete, superseded by MIL-PRF-81322) was Aeroshell 5 and you can use Aeroshell 22 LASAR sells10% moly grease for Dukes actuators. (You can't find a commercial grease with more than 5% moly). You can look up mil specs. at http://everyspec.com/ You can find mil-qualified products at https://qpldocs.dla.mil/search/default.aspx (you will have to get around the fact that this site frequently has an out of date SSL certificate) Aeroshell grease info: https://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/the-aeroshell-book/_jcr_content/par/textimage_1433441235.stream/1445042875796/e76780948490d28fdd9086517026d27c1442a76d/aeroshell-book-5greases.pdf Skip

Great idea. How about swapping the boost pump switch with the pitot heat while we’re at it. Makes it harder for someone to steal the plane

The flap system is pretty simple. It comprises a motor, a control panel switch, some relays to reverse direction and some limit switches. In this application, the diodes are“flyback” diodes placed across the relay coils to snub out the induced voltage when current is cut from the relay. The 1N4004 diode was(is) a common general purpose diode. It’s rated at 1A forward current and 400V reverse voltage. It is very unlikely to be the source of your problem. Since the motor bench checks OK, it most likely is either a relay or micro switch.

Check all the wiring for loose connections. There are three wires to the transducer: power, ground and signal which should be shielded with the shield only grounded at the EDM 900. You can try soaking the transducer in Hoppes #9. It helped mine for a few hours but ultimately I ended up replacing the transducer. Skip

Ah, Fisk. First time was 8/3/81 - first day of the controller strike (the one where Reagan fired them all)! Didn't know what to expect, but the striking controllers showed up for Oshkosh, and all went well. Wife's most vivid memory is the jumbo-sized mosquito repellant for sale in the on-field store. Also recall the sound the sleeping bags made as we peeled them off our damp skin in the morning.

Interesting. Hadn't thought of that.

I used to be based at San Jose CA which is just a few miles inland from the Pacific ocean and never did anything special, and no one else there did either. The seaplane company I sometimes fly for operates in salt water all day long with a fleet of Otters and Beavers. At the end of the day we just haul them out of the water and wash them with soap and water. Skip

If I were troubleshooting this, I’d start by understanding mechanically exactly what caused the right flap to be “slightly loose” and exactly what was done to fix it. The mechanical design is not robust. Limit switches are connected to the mechanical system. Could be something got bent. Anyway, I’d eliminate that possibility first.