cferr59

I'm also putting it on the left side and disabling the SOS.

Hello, I will be installing a Surefly on my M20C and am working on planning the installation. For anyone who has installed one, where did you pick up the manifold pressure and what fittings did you use? The instructions recommend picking it up on the #4 cylinder. However, I am tempted to install a splitter prior to the valve for my standby vacuum system. Thanks, Chris

For fuel, I like KMFV. I doubt there is any maintenance on field. But I do love that $3.75/gallon 100LL.

Mine has that feature too. In fact, I think dimming it in flight is what precipitated the issue. I'm leaving it alone at this point since it is working, but was curious about how to remove it should there be an issue in the future.

Thanks, everyone. I went to the airport this morning and confirmed that the switch is working using a multimeter. I looked more closely at the light and determined the bulb/cover were slightly loose. I pushed on it harder and also turned it a bit harder to the right. That seemed to tighten it up and it works fine now. Curious, though, does anyone know how to remove the housing and bulb? Does it just unscrew? I was going to take it out to make sure the contacts were clean, but I ended up leaving it alone because I didn't want to break it.

I have a 1965 M20C with a johnson bar. I had an issue today where my green gear indicator would not light. However, the press to test feature works so I know the bulb is good. To troubleshoot, I retracted the gear, climbed to a safe altitude, put the gear back down and pressed the gear switch with my finger. The red light extinguishes, but green light does not light. I also confirmed the gear horn engaged when I reduced power to idle with the gear up. I returned to the airport and was landed safely with the light out after giving the johnson many sharp tugs to confirm it was locked. I looked at the wiring to the light and around the switch. It all appears to be in good shape. Looking at the wiring diagram, it looks like the green light is wired to the NO side of the gear switch. Unfortunately, I did not have a multimeter at the airport so further troubleshooting was not possible. My plan is return tomorrow and check the switch. I was wondering if anyone has ever had a similar issue and what the cause was. Thanks

This doesn't exactly make me want a roller tappet engine. Is this the first documented failure of this nature or has this happened before? The tappets in my Harley are beefier than that...

I was probably my C. I have all the speed mods.

Ok, so I think I get it now. To summarize (and feel free to correct me if this is incorrect): The CHT guage is not listed as required equipment directly in part 91. However, assuming you have cowl flaps, you cannot operate under part 91 without the CHT guage because: 91.213.d.2.ii says "no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met: ... [The inoperative instruments and equipment are not] Indicated as required on the aircraft's equipment list, or on the Kinds of Operations Equipment List for the kind of flight operation being conducted; ..." The TCDS under required equipment says "In addition to the pertinent required basic equipment specified in CAR 3..." CAR 3.675 says: "A cylinder head temperature indicator shall be provided for each engine on airplanes equipped with cowl flaps..."

I am not seeing it in the TCDS, but maybe there is a reference to some other material. Nor am I seeing other seemingly required engine instrumentation listed. For reference, this is the TCDS: https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/6ea0f05ecca8304486258305006833cf/$FILE/2A3_Rev_58.pdf

91.1305 doesn't exist as far as I can tell. You are thinking of part 23.1305. I don't think this applies to the M20 since its certification basis is CAR3. However, the very similar section of CAR3 that I previously quoted would apply.

Its also required under CAR 3 if you have cowl flaps. The second point references engine cooling tests. I'm not sure how to determine which speed they were performed at. § 3.675 Cylinder head temperature indicating system for air-cooled engines. A cylinder head temperature indicator shall be provided for each engine on airplanes equipped with cowl flaps. In the case of airplanes which do not have cowl flaps, an indicator shall be provided if compliance with the provisions of § 3.581 is demonstrated at a speed in excess of the speed of best rate of climb.

When I talked to them, they also mentioned they may have a spare to swap to speed the process. They service a lot of different pumps so the availability probably varies a lot. I wasn't in a particular rush so I just sent mine in and they turned it around in a day.

I think that pump is for an IO-360 and operates at a higher pressure. He would need part numbers 4140-00-21A or 1499-00-21.

I would send it to AeroMotors. They just overhauled mine for $450. If I put in a used one, I would not be very confident in it. There are a few threads on here saying that Aeromotors makes some improvements to the pump design. http://www.aeromotorsllc.com/aeromotorsllc/ Also, make sure you have a spare knife connector (https://www.aircraftspruce.com/catalog/pnpages/32446.php) and a ring connector so that you can reinstall it. It is returned with bare wires. And, ask them to include the o-rings for the fittings.

I was based at Robbinsville for many years and they did not have a Mooney rental availble at the end of 2019. I don't think the Sky Manor crash was DA related, simply a botched go around after a prop strike. Mooney's may be more prone to this, but that was pilot error. The Cape May crash could have occurred regardless of aircraft type. Nothing about the Mooney makes it unrentable, but I would never rent mine!

I have Millenium's on my C. They were installed a few years ago to replace a set of ECIs and have about 400 hours on them. They were on when I purchased the airplane so I can't say there are any performance differences, but I haven't had any issues in the 80 hours I have flown it.

I took (and passed) the commercial written test over 2 years ago. Unfortunately, that means it is no longer valid and I have to take it again. I have the old endorsement from an online school and it doesn't seem to have any expiration date. I also looked at FAR 61.35 and I don't see anything to indicate I can't use the endorsement again. Is there any reason I need to get a new endorsement or can I just take the test again?

I have Tempest UREM38S fine wire plugs in my O-360-A1D. I have never fouled a plug in 80 hours I have flown the plane. They were installed by the previous owner so I don't have a comparison basis for another plug. Fine wires seem expensive, but last a lot longer than a massive electrode plug, so the total cost over time doesn't seem that different.

Does anyone have a source for a Shaw fuel filler neck part number 431-22. One of mine is getting rusty and I would like to replace it. Is there a stainless version?

I have to agree. I would find a way to get my butt down there even if it involved driving, renting a plane, camping, eating out of a cooler before buying something sight unseen. Airlines, hotels and restaurants are convenient, but not the only option.

First time into a grass field in the Mooney. No issues, 8N1 in PA for a Wings and Wheels event.

Maybe the value will go up because people would rather fly their own planes than fly on an airliner...

1.) As you surmised, 1500 feet does not put you in the exclusion. If the controller meant this, they are wrong. 2.) People complain about NY approach, but I have always found them pretty accomodating considering their workload. I have had less luck VFR from the south, but when entering from the north, I don't think I have ever been denied entry into the bravo VFR. And IFR, I get sent DIXIE-V1-JFK-... which is a pretty reasonable routing.

That is correct, but from what I gather, he is flying above that within the Bravo. It is called the Skyline Route, but for some reason ATC doesn't always know what that means. It is better to just request a bravo transition over the Hudson Corridor.