gabez

are there really thousands of Mooneys out there flying on G100? there are ~90s Mooneys on trade a plane, GMAX has 24 and 99 open controller which are probably the same as GMAX and Autotrader. even if there are thousand of Mooneys in the US, stating they are flying on G100 is unreasonable. Are you running G100? Are you going to run it now? There was and there is no blue stain in my pictures, if that was a current leak there would be blue dye on the paint, which I would have spotted.

that was a general comment back to yours after 10 years of testing.

my tanks have not been leaking or sipping just to be clear. the paint job is not great yes, but I did not have this problem. I would have seen blue stain .... obviously. The team at Gami has been notified and they are cooperating with the AP/IA that is checking the tanks. As far as testing, if everything was found during testing there wouldn't be ADs, or bugs, or recalls so I am not surprised if problems show up in the real world. I will continue to update this thread as things unfold

I fly every week fuel doesn't really sit there for more than a few days

Hello, I just switched to G100UL and developed a leak within one week and about 80 gallons. see Pics. my mechanic is going to open up the tanks and see what's going on. has anybody had experience yet? perhaps the G100UL is harder on the seal. Gabe

damn....that's so specific...thank you!!

plane MooneyM20K 231 '84 just finished annual this fell off my lap on take off/claiming. does anybody know what it is and/or where it possibly came from? thank you Gabe

this reminds me of my J35, you basically had one start and if you had to start it again good luck. I do agree with the rest of the group the priming after a short taxi did the trick and then you flooded it even more. my m20K is the same, my taxi is about 1 minute and if I try to prime it, it will give me a hard time

hello, just closing the loop here. after a lot of work we found out the electric boost pump was corroded and was pushing debris down the line into the mech pump. We cleaned everything up and in the process we found the vapor check valve to be clogged which also didn't allow for vapor to the pushed back into the tanks...hence the vapor lock. Gabe

Well after weeks of digging we found the boost pump had corrosion that had moved downstream and eventually blocked the vapor check valve by the mechanical pump. we took the entire fuel system apart and cleaned it as well as upper deck, injectors, screen on the flow divider, gascolator etc. The noisy graft is before and the clean is after Here are the new grafts as 12K feet indicated and 14K DA.

I experienced the opposite low voltage on the ground at 1-1200 rpm and then it went back to working at higher RPM, it turned out it was the coupler

I have 160K hull @650 hours and paying 2400 just renewed it. The big savings hit me when I crossed over 500 hrs.

get a pulse ox and try different altitudes from 9-11K and see how your blood oxygenation reacts. Usually at 11-12K I am sitting at about 83 and I am still fine but once I cross the 12K I always use oxygen. you can buy a tank at aircraft for 500 bucks and it comes filled already

yeah I have started to built an eye for it, usually I am seeing +/- 0.2-0.5 gallons but if it goes beyond that I know it's about to happen so I turn on the boost pump.

I do see fuel fluctuations. yes my mags are pressurized I don't hear misfires or big changes in CHT. Also my mags have been recently rebuilt (6 months)

Hi Jim thanks for the note. the plane is being serviced at United in KWVI, not sure if you are familiar. Never had an issue at take off I am getting strong 24 GPH until I back the power to 35inchs. CHT are not more than 350 on the hottest cylinder during climb and I keep my TIT between 1400 and 1450. at cruise usually between 10-12K feet I set the plane at 30inch 2400 and 12.3 GPH, temp on the CHT are 320 ish and TIT about 1480 or so. pretty consistently. I don't believe is the fuel sensor there is a clear loss of power, I do have a G2 I would be happy to send you my last data if open to look at them. the problem doesn't happen consistently I had several flights at 10-12K feet with no issues. on my last one it happened and then it went away with the boost pump. I do get some more flow fluctuation at higher altitudes than if I am at let's say 5-6K feet. I have talked to savvy aviation about this, their take was that on the new mooney there is a clear indication on the POH to turn on the boost pump at 12K DA while in the older planes they didn't do such a good job on the POH and it just say to turn on the boost pump if there is fuel flow fluctuation. They also said to always used the boost pump is TIT goes over 1450 in climb I used to climb at 33/26 but recently switch to full power 40/37 till about 8K then I back it to 35/37 the engine seems fine and runs cool tho perhaps the pump is not getting enough fuel and vapor locks.....not sure thank you from Savvy: Mike forwarded me your message. I am Paul Kortopates, Savvy’s Mooney specialist as well as a Mooney CFI and a Director in the Mooney Safety Foundation that does the Mooney PPP’s. What your describing is signs of vapor lock and, if so, your data should show the TIT creeping up without any change in the controls. Vapor separation in the fuel means your not getting the full normal amount of fuel but air instead leading to roughness as a minimum. But it can result in power loss if not corrected by the boost pump. But as long as the boost pump is correcting it, it pretty much has to be vapor lock, which is actually pretty common in turbo’s going over 12K’ DA. The early K POH’s don’t adequately cover vapor suppression as well as the more modern POH due but all turbo manufacturers these days warn about possibility of vapor lock anytime your climbing above 12K’ density attitude. Activation of the low boost pump should be sufficient to rectify this. In all the newer Mooney turbo POH’s they warn to turn on the low boost pump in climb as your going past 12K DA or whenever TIT > 1450F (full rich). In contrast since Cirrus recognized many pilots forget about this need in their Turbo’s they recommend switching on the boost pump prior to takeoff and keeping it on throughout the climb. In fact they call for the low end fuel setup to be done with the boost pump on. The Mooney Bravo (Lycoming) does this automatically with the power full throttle, automatically turning on the boost pump while its at full throttle.. The Acclaims go back to doing it manually.

none of the routing or fitting has changed. it doesn't happen unless the DA is 12K

it seems my m20K 231 '84 is susceptible to pump cavitation at around 12K DA. it usually drops from ~12 GPH to 6-7 GPH and it goes away when I quickly use the boost pump. last time happened at 10.5 but given the OAT the engine was seeing 12K DA. It seems that leaving the cowl flaps in trail mode helped. I actually did a test where I had them in trail mode and the plane was fine, I then closed it and it happened. I had the entire fuel system rebuilt and overhauled, usually I see 24 GPH on climb at sea level and it drops a few GPH as I hit higher elevation. Usually climb 35/27 thank you Gabe

yeah I bought some, they are super expensive but so be it

thanks!

thank you sir.

thanks that's a bit more than I am ready to chew on just yet but the numbers give me a sense on what I need.

Hello, I lost some of my fasteners on the top cowl, does anyone one which SN I need for the side and the very back ones (they are a bit longer). I am told they are series 2700 on aircraft spruce but cannot find the PN. Thank you

I have an m20K231 and I don't get any CO, in any portion of the flight: taxi, runup, climb, cruse or descent. At some point I was seeing 11PPM while climbing and we found a hole in an air hose. for what is worth

Yes the fuel system was recalibrated after installation. Now I wasn't there when he did. Everything was drained and purged. Also, before my last issue, I had flown about 6 hrs before taking the plane at 15K and just circling the area mostly to rebuild confidence. I also did a cross country to Paso Robles and no issues. that is 50-60 gallons of fuel have gone through the system with zero issues I guess the part that I am the most confused (and it is strictly ignorance on my part) is why the electric boost pump brings the engine back up and then when I switch it off eventually the mechanical pump is okay anyway, we checked everything again over the past week, and we did find the left tank vent was not flushed, see pic, (I was on the left tank) so not sure if there was a partial vent issue. I haven't flown since tho so I will report back. I am also attaching my CHT, at that point I was 4K feet climbing 1Kf/minute, you can see the FF at 24 GPH thank you