AerostarDriver

I bought one a few months ago for my E model and it on more then one occasion has alerted to rising CO levels. I would not fly without one.

Given the history of that airplane as well as the persistent drum beat of Continental 360s that end up in fields or worst. I would overhaul that engine before I flew it. As a private pilot student, I would look at it from an aeronautical decision making approach, could you justify operating that aircraft to an examiner or worst an NTSB investigator?

Looking at flightaware it looks like he overflew a lot of good places to land trying to get to Dawson airport only to end up 500 feet over a lot of trees.

An update, I have been working on flushing the tanks and lines. After three flush cycles I am no longer getting particulate out of the sump or seeing anything in the 5 Micron filter that I am running the fuel I have been using to flush the tanks. I recoat is still very likely in my future, I am not a fan of leaving things without a definite resolution. However, to confirm I am not getting particulate in the fuel I need to fly it again as the only time I was seeing the particulate was in post flight.

I observed the cracking on the rivet tails and in one photo their is just general cracking. I tied to break some off with my finger and a wood dowel. Even with the cracks, I was not able to get any material to come off. Doesn't mean it can't but my IA is confused, his exact words where "that looks way better then I was expecting, but there is no clear smoking gun."

The wing was replaced last year by Don maxwell, I manage to find a few pages from the log book of the donor airplane from an archived for sale listing and an NTSB report. None of the airframe logbook pages show anything useful other then lasar did the repairs on the wing for the gear up on the donor airplane. As far as I can tell they did good work because I can find no evidence on the wing of a gear up.

That is what came out of the gascolator screen and the left tank.

I cannot tell if the sealant is amber but the sides of the tanks appear amber in color, almost like an overdone treatment of alodine. The sealant at the joints can best be described as "dark", color or tone is undeterrable.

I ran in to this literally just the other day. This past Saturday, I was flying back on the last leg of a flight, I had a 2 inch drop of manifold pressure in cruise followed by intense engine roughness. Look to the engine monitor, #1 Normal (29X CHT, 14XX EGT), #2 Normal (29X CHT, 14XX EGT), #3 Climbing (397 CHT, 1550 EGT), #4 Normal (29X CHT, 14XX EGT). Quickly looked outside for options, 60 foot pines as far as the eye can see. The engine monitor allowed me to safely work the problem. After landing, I knew it was cylinder #3 and I suspected due to the rise in temperature and the way it behaved with changes in mixture that it was a fuel related problem. Pulled the injector and found it to be clogged, which lead to this post Clogged injectors, amber colored particulate in fuel, no tank leaks - Vintage Mooneys (pre-J models) - Mooneyspace.com - A community for Mooney aircraft owners and enthusiasts I would say an engine monitor is a MUST HAVE on a new to you airplane that you may not trust. It also makes it far easier to diagnose issues that pop up that with out it you may spend weeks or months chasing. Will it make your engine last longer? Its debatable, but it will help you make more informed decisions about how you operate your engine and may prevent your engine from becoming an outlier. In short, find a good airplane, if it has an engine monitor, great. If it doesn't have one, just spend the money and install a primary. I am partial to the CGR-30 and GI-275 EIS but that is a different story.

The particles are non-ferrous, non-metallic and hard like glass or sand. I assume they are coming from the tank sealant that also appears to be amber in color. It also appears to have buoyancy that keeps it suspended in fuel for much longer then any other sediment I have seen in fuel. Alcohol, acetone, paint thinner don't seem to do anything to react to it. As far as I can tell, the pervious owner never ran auto fuel and the airplane never had it. The airplane that gave up its wing, was a 74 Turbo E which I would be a surprised if it ever ran on auto gas. According, to the airworthiness information provided by the FAA it never had the auto fuel STC and was purchased the company which did the turbo conversion STC on the E model.

I have not yet pulled the servo screen (Pulled it 4.3 hours ago and it was contaminated with same stuff in the screen and filter), will be doing that tomorrow. An overhauled servo was installed when the engine was rebuilt in 2014.

OIL COOLER RELOCATION STC KIT - LASKIT126 — LASAR You may have an issue as support is listed as for 67 and newer. Currently, the kit is out of stock but you may want to call lasar.

As stated above, the GNX375 does not have a VHF NAV radio. However, consider the following: Check your G5 when you load the approach, do you have pink needles or green needles? Have you tuned your external nav radio? Is your nav radio compatible and connected to the GAD 29B?

My 480 was having LOI problems, my first trouble shooting step was to reseat the unit a few times. Have not had issues since. I would try first by reseating the unit, next having the antenna checked.

All fuel hoses have been replaced over the last 5 years. Not ruling this out as a possibility but the particualte is in the tanks at the end of the flight. Their should not be enough back flow through the lines to bring it back to both tanks at the end of the flight. I just pulled the Gascolator screen, SB/AD filter and screen in the fuel servo at annual 4.3 hours ago. All of them had small amounts of the amber color particulate but also large amounts of black/gray proseal looking chunks in them but I was not sure what wing they were from. The back story on my airplane is last year the wing was replaced and that wing had pretty large leaks. My IA and I assumed the proseal looking chunks were from the old wing as the previous owner had never seen this amber colored particulate before. I am about to pull them all again and check, however, I suspect they are all going to be pretty contaminated. I also am going to pull all the lines from the fuel selector forward and blow them out. Update: My IA is going to drain and borescope the tanks. We plan on trying to flush the tanks to see if we can nock as much of the loose sealant off as possible and see where we end up.

I keep getting clogged injectors, when I sump the tanks in preflight I effectively never have particulate in the fuel. However, about an hour in to flight, I am getting clogged injectors typically on 3 and 4. After landing and trying to resolve the issue I am finding that I have particulate that is amber in color and feels like grains of sand in the tanks. What has perplexed me is the particulate only appears after flying the plane. Sumping the tanks, leaving the plane for a week and coming back to it yields a clean sump. I am looking for any ideas that may help alleviate my clogged injectors and reduce the amount of particulate that is ending up in the fuel. I believe the correct long term answer is to strip and seal the tanks (or install bladders). While I have accepted this, it is a tough pill to swallow when my tanks have ZERO leaks. In the short term, I just want to make the plane safe enough to ferry to a place to get the tanks resealed.

Just got through with phase one of my DIY panel upgrade. Next annual I will be cutting new panels for both the left and right side as well as installing a second GI-275 for an EIS. I am quite happy with how it has turned out and I find myself quite surprised how often I use the GI-275 MFD. I highly recommend Rudy Aircraft Instruments as they overhauled and painted my VSI and ASI.

My E is on point with the cruse speeds but I am nearly exactly 100 pounds short on the useful load.

Fantastic, Thanks!

Dan, I am not sure what I am doing wrong but I cant seem to open these. It takes me to a part of mooneyspace saying the file is no longer available.

In my 71E, I had all my rheostat controlled lighting on the panel go out when I was adjusting a post light. Is anyone aware of a fuse that is on the panel lighting circuit? I tried my best to look at the diagrams in the service panel and they seem to indicate only a circuit breaker is used but then the rheostat is part of the box at the top of the pilots panel with fuses in it. I assume I shorted the panel lighting as I found that the center pin of the light post was contacting the case ground after pulling the light, I have since fixed the light post but I still can not make the panel lighting work.

I searched your tail number on Bing, in the results for your tail number were a list of posts by your user name on the mooneyspace site. One of which was a photo of the front of your home and stating that you were in an airpark with the airport identifier. I went a pulled up the airport using bing maps which has a pretty neat feature called birds eye view which allowed me quickly go through the houses in the airpark until I found a house matching your house which had been pictured in the post. Once I had done that I just pulled the address from the map. I personally have found that if someone really wants to know a piece of information, they will find it. I also know that we as individuals are our own worst enemy to privacy and security. It really depends on what your trying to hide from. The average every day plane spotter is not going to go trough the level of effort to find your name and address. The tax man however may have more tools then most, in Georgia, they have been actively pursuing legal action against folks who have used an out of state LLC to reduce their tax liability.

Yep. Posting your tail number actually linked a photo of your home and airport park that you posted here. From there it was just some browsing around on your favorite map provider let me find it.

@A64Pilot Actually, what is protecting your home address is your LLC agent which itself is an LLC. Which mean that is a dead end but, for 5 dollars I can pull the registration record for the airplane, and find out who represented the LLC on the bill of sale which would lead me to at least your first and last name. This would also allow me to know what sort of ADS-B solution you have. If I were to religiously check ADS-B exchange (and you have an ADS-B solution that does not allow for autonomous transmit) I could ultimately find your home airport which would at least let me pull the tax records for the surrounding counties which should allow me to find a home address of the stated first name last name on the bill of sale. In short, for 5 bucks and well more then 5 dollars of my time, I could figure it out. Edit, actually it was free. 179REDACTED SE 159th Ave, REDACTED.