201Steve

This is a dukes setup. I don’t know how different the other systems are but this one, the up limit is a micro switch encased in a mechanical actuator. I don’t know why they did it. Every other limit switch in the system (down limit, and squat switch) are fully self contained switches with no seperate actuator.

lol I hope this guy isn’t still looking for a shop 2 years later but the suggestions keep coming! Lol

SoFlo is really nice this time of year….

Thought I would post this to the group for anyone diagnosing a gear won't come up after takeoff problem. This was an intermittent problem, gear not coming up on an early M20J when gear up was selected, about half of the time. Sometimes not coming up for quite a long time but usually after about 20 seconds of selection. I read through alot of the "gear won't come up" (or down) threads and I hadn't seen anyone describe this, so for the next victim who might be searching, here's something to think about. The gear up limit switch is a DT-2R-A7 micro switch, encased in a separate actuator. The actuator has a double action spring loaded plunger that makes contact with the switch, as well as the paddle on the pushrod tube. When the paddle hits the actuator, it stops the system (gear is up). What was found is, the plunger in the actuator assembly is prone to getting stiff. 50 years of dirt and grease, will partially seize the actuator plunger and prevent the microswitch from disengaging the circuit. It basically holds the switch down telling the system not to come up any further (at all). Below is a picture of what the actuator looks like. It is easily disassembled and cleaned, making it slide like butter once again.

This is an interesting scenario. OP has read about, heard about, knows about Mooney. He doesn’t have much time around them. He’ll find some local assistance sit in it, fly right seat in it for 1.0, come back down and say, I HATED IT. No… He’ll say that was fun. That was great. But he’s FLYING AN AIRPLANE. OF COURSE IT’S GONNA BE GREAT! Point being, you can’t possibly make a determination of preference after a quick flight. So, just skip this part and go straight to buying the airplane. The only people who might not like it are odd sized people. Short, tall, fat. I’m partially kidding of course, but it’s funny bc it’s true. good luck in your hunt sir.

@moon_dog did you have luck with the 1ch1-6 as a down limit switch? The IPC calls out that part number as used for the gear squat switch (if so equipped). They appear identical to the 1ch116-6 which is the official down limit switch part number, but it seems some resellers call out the 1ch1-6 as a Mooney gear limit switch. good feedback thanks! I just found the 1EN1S for a almost reasonable $460

You are the positive attitude we need in this thread to encourage someone to see the project through.

@moon_dog did you have luck with the 1ch1-6 as a down limit switch? The IPC calls out that part number as used for the gear squat switch (if so equipped). They appear identical to the 1ch116-6 which is the official down limit switch part number, but it seems some resellers call out the 1ch1-6 as a Mooney gear limit switch.

That sounds far more terrifying and way cooler than my lil story. Hahaha

My engine had rusted exhaust studs and fretted case also, when we tore back down the Jewell build. At best, they are a lawn mower shop building aircraft engines. None of what they do follows any standard or best practice. It’s just a TLAR standard through the eyes of a mechanic bred from a brother sister conception. i’m game for a throw down. Little Davie Jewell reads this forum so he’s listening now, but I would start by joining me in posting a pirep in every popular forum and Facebook group, writing reviews on Google, ForeFlight, AOPA directory, and any other place you’ve heard their name. I know for certain I’ve saved at least 2 or 3 chaps from the misery. id also let Don and Paul Maxwell know @Pmaxwell @Dmax They have referred several people to them for some insane reason, even letting them build their own predator engine. best I can gather, Sam Jewell was a competent guy, how they got their start and whatever good results they once had, but he’s in his 90’s now and his son little Davie is a failure to launch situation and will eventually burn it to the ground.

I used to get this on my iPad a lot. Once on a missed approach go around in imc. Not a fun time to be wondering if it’s an erroneous Adsb ghost reading or not. it eventually stopped happening and I didn’t do anything to fix it. Never quite understood it.

Not a cylinder expert, but with excellent compression at 77, isn’t there a distinction between blow by (air escaping from the combustion chamber past the compression rings and into the crank case) and oil fouling (oil slipping from the crankcase and up into the combustion chamber) oil control ring? I had an oil fouling issue after a 50 cent overhaul. They called it an overhaul but it was really a spruce-it-up but really make it worse patch job. Anyway, oil fouling of the spark plugs short of an anomalous rogue event would be unacceptable to me. After my experience on multiple occasions pulling plugs to clean them on an away from home ramp in the scorching sun with my family anxiously waiting in the FBO, I wouldn’t put up with it. This of course all depends on frequency and what’s required to remedy. If every now and then you have to clear a plug simply by a hard and hot run-up, maybe acceptable. Oil fouled every 10 hours, so bad you have to remove plugs to clean them, not acceptable. As others have probed, there’s other information needed to articulate what “we” would do in your situation, but it’s also been pointed out there is more than one way to skin that cat. An invaluable metric for me would be to see boroscope photos of that cylinder to determine condition of cylinder walls, what the oil pooling looks like, etc.

I can’t orient myself here. What line is that? Mine does not look like that

For sure.

I’m not exonerating anyone but I doubt selfish is the driving behavior here. and every pilot seems unprofessional in a new environment, no matter how professional they might be in a familiar environment. And that’s my assumption, he was unfamiliar.

I’m with Geebee on this one. The plan didn’t come together for the tower. Oh well, adapt and overcome. If he was so strapped for time and energy he could have denied requests for training touch and gos. The brasher warning was a jerk flex. Would have been way more productive to clean up the situation and simply let the pilots know what he expected at his airport. They are all different and as much as controllers like to think everything they do is standard, that’s not how it works in the real world. Every tower operation is so different. It just takes reps to get people on the same page.

That’s great news! Yeah? now we just need them to do the dukes gear set and we’ve solved a big problem! And a quick note to the sick individuals who troll gear discussions like high school bullies. We don’t have the same airplane as you. Whatever possesses you all to continually enter discussions about normal (electric) gear systems and rabble rouse, I do not know. I suspect it’s a friendly “hey we are in the same club so I can give you a hard time”, but that’s the best I can come up with. It’s not original, it’s not funny, you’re the twelve millionth person to do it, we do not have the same airplane, and it is a very weird flex from the perspective of the troubleshooters you are targeting. You might as well join a helicopter forum and troll them for having tail rotors. That’s how ridiculous it sounds. We are just dealing with the problems applicable to our airplanes. You don’t see us entering your discussions about shitty dog houses and flexible intake plenums and trolling you bc we don’t have that problem. But maybe that would be funny.

The problem with some of the pro installers is that they get hooked on certain products for years. They took a class, maybe it was a good product, maybe not, but they get hooked on what they know and the brands are happy to keep selling it to Them for a steep price. Sometimes they get dated and sometimes they weren’t that good to begin with. Overall, they don’t seem to do much shopping.

Please, someone needs to finally deal with this. Go for it. Dont let any of the commies tell you it’s not allowed either. They are not manufactured and there is no other alternative. Period.

Just adding these related Jewell Aviation stories for anyone who might stumble across it. https://mooneyspace.com/topic/49651-ntsb-final-headscratcher-n304ma-1997-m20k-encore-off-field-crash-landing-near-lakeway-airport/

Wow…. A real shocker…. Another Jewell Aviation engine falling apart in flight. I can’t believe it.

Please make gear actuator gears. Thx

That is where I started with my thinking. It would be a hideous addition to my otherwise v nice hangar, but to either build a PVC enclosure, or have like a drop tarp actuated by pulleys up top, weighted edges to hold a decent seal against the floor, with a dehumidifier underneath the airplane and thus, inside the containment area. Eric… you live in AZ (I think). You know nothing of the moisture laden air of the southeastern United States. Hahahah.

To be fair, you voluntarily entered a conversation about Garmin G5’s and started this tussle!