cferr59

Pump came back. That was quick, but what is wrong with this picture?

Imagine if everyone had a flying car... There would be tons of shoddily repaired flying cars out of annual with people who barely know what they are doing flying them around. And a non-trivial percentage of them would be drunk.

I've heard this a few times where the filter and suction screen are metal free and oil analysis shows no significant metals, yet there is significant cam and lifter wear. In those cases, where does the metal go?

I don't want your crappy jet. I am building one that goes 500TAS on 10gph and is cheaper than a Mooney that hasn't flown in 10 years.

Does the TIO540 use a different filter? I agree that there is no way that the filter on my O-360 holds a quart.

I'm a new Mooney pilot, but I've slipped my C model and never considered it would be an issue. The only aircraft I've flow that I haven't slipped is a T-Tail Lance and that is because it glides like a brick so slips are not necessary.

I have no interest in wearing a mask and being stuffed on a crowded airliner. I am happy to use my Mooney to travel instead.

Certainly that could make a big difference, but I imagine the carb has to be taken apart to adjust that (not sure, but that is how it works on most carbs I have worked on). I was planning on waiting until annual, but I might see if Jim can install it or at least supervise me installing it. Not sure I can let it sit in the box until November.

I thought about that, but $450 is a lot cheaper than the Weldon pump. Also, apparently Aeromotors has some modifications that make the pump more reliable (per another thread). I also just bought a Surefly on sale so my budget for aircraft parts is getting low. I just looked though a bunch of flights on Savvy and it looks like I typically running 18.5gph. It seems to flucuate between 18-19gph, but always on the high side of 18.

It turns out I was wrong. The pump has a 1968 manufacture date stamped on it and the first log entry for the aircaft is in 1965. I found an entry for replacing the pump in 1969 so it looks like the first one made it 4 years and this one made it 51. As I was cutting the safety wire off, I was thinking how no one had touched it in at least half a century. When I have some time, I'm going to do the same.

I suppose 55 years of service is a decent run. Nothing in the logs that it was ever replaced.

That is true, better to find it in my hangar than at a remote airport on a trip. I got the pump out and there is blue staining on the outside. It is a bit easier to pull the fuel pump on a Piper, but it was still easier than creating the shipping labels to send it to Aeromotors on the UPS website...

Always fun when you fix one thing and find another problem. I guess it is going to Aeromotors on Monday.

Hello, In the ongoing saga of my gascolator problem, I put everything back together and ran the fuel pump to check for leaks. Well, nothing I touched is leaking, but the I discovered that the fuel pump is dripping from its drain hole. It drips about 1 drop every 4 seconds. I imagine it has been doing this for some time and I just never noticed. I'd rather wait until annual to get it fixed, but I also have a feeling I should just do it now.

It would be nice to see your new shiny johnson, but welcome to the club!

I have been using PB Blaster, but it seems like I should switch to Liquid Wrench. I also have an acetylene torch at home, but I would hesitate to use that on the Mooney...

So the screen did not shred the gasket. The existing gasket appears to be the wrong part, much thicker than the replacement gasket.

I talked to them in March and they said they are working on getting manufacturing going again in the next year. It seems like others have heard that few times so who knows if it is accurate.

@DXBAs you know, I have a similar setup. My 2 and 4 cylinders tend to run hotter in climb, but they don't tend to go much over 400. There haven't really been any hot days since I purchased the plane so I don't know exactly how it will fare. Here are 2 representative flight for comparison. My FF on takeoff is pretty consistently around 18gph, typically climb at full power and start leaning around 5k feet. https://apps.savvyaviation.com/flights/3909158/27c28cc0-6302-489d-b60c-421f05a8c6cc https://apps.savvyaviation.com/flights/3909153/6185d1ea-ab21-4937-a243-67a5b0b3acb6 Differences are that I have a full cowl closure, no Surefly, and adjustable cowl flaps.

Thanks everyone for the parts information and thoughts on the issue. Parts have been ordered and I hope to have them this week. I should be able to get everything back together for the weekend.

I see how that could be a problem, but it could be mitigated as well. For example, if you are doing all the work, he needs to pay for all the parts. Or, he pays half the normal hourly rate for the work. As I'm sure you understand, it shouldn't be a free ride.

Partnership can work, but you have to see things the same way. I would say the best deal would be to partner with someone who has an A&P.

Do you have a computer with a serial port or can you get a USB- Serial converter like this: https://www.amazon.com/Sabrent-Converter-Prolific-Chipset-CB-DB9P/dp/B00IDSM6BW and verify it is working? Download EZTrends from JPI and it can connect to a real or converted COM port. There are too many devices in the mix to make it easy to troubleshoot. This problem gives me nightmares from my IT days dealing with serial label printers on warehouse machines...

That is the only thing that would make any sense, but, if that was their goal, it seems like they failed to accomplish it.

That is an interesting theory. I can't think of a good reason that someone would have painted the bottom of the gascolator with fuel tank sealant. It wouldn't prevent any types of leaks. Although, it seems like it would have required a lot of errant stripper to leave this much residue.