RoundTwo

You have now used up your one complimentary “freebie”. Enjoy the ride.

That was the general consensus as well, but I sent my regulator out for testing and it came back fine. I took the long way intentionally to illustrate that these electrical gremlins are tough to figure out and solving the problem is usually a lot more involved than just replacing a part. I’m sure my problem is unique to my plane, but someone had moved the sense wire and butt spliced it into the annunciator panel power wire. Moving it back to the correct breaker on the panel cleared up the problem.

The Cherokee seems more sensitive to fuel imbalance because the tanks are further from the centerline. Our Mooney tanks start right next to the cabin and therefore have a shorter lever arm.

I had the exact same situation on my J earlier this year. After a lot of digging and testing components, my problem was traced to the regulator getting an improper voltage reading on the sense wire. Since the regulator was sensing low voltage, it was over driving the alternator which led to tripping the over voltage protection circuit. These problems are difficult to troubleshoot using standard mechanical/electrical knowledge. I eventually got my problem figured out by getting into the wiring diagram and tracing each wire, looking for the problem. Good luck! Chuck

Try this search in Google… power flow exhaust site:mooneyspace.com

He should be able to get plenty of content while inside.

Out of sheer embarrassment I’m going to delete this topic.

When using Scratch Pad on Garmin Pilot, I can only get a very wide line when using either of the writing tools. When annotating the map, the pencil and highlighter work as intended, but not on any of the Scratch Pad pages. Is it just me? Chuck

Yeah, this was kind of a big piece of the puzzle to leave out of your initial post.

So far, it sounds like you’ve successfully eliminated your battery from the list of possible suspects, but it doesn’t yet sound like you’ve proven that the problem is the starter itself. There are several other less costly components in play than a starter and it could also be that you’ve simply got a loose wire somewhere. Before you go through the hassles of disassembly required to remove the starter, I’d check the voltage going to the starter while it is being cranked to see if it is getting all the juice. Depending on the results of that test, you’ll know what to focus on, the starter itself of the wiring/solenoid between the battery and the starter. Good luck and let us know what you find the problem to be when it’s all fixed. Chuck

Your mounts are shot. I replaced mine this summer and it’s pretty easy as long as you have an engine hoist. I’d imagine you have several points of contact between the engine and your lower cowl too. Mine were original to the plane, 1987, and some had ruptured the internal gel sacks.

I’ll be in Crystal River for Christmas; maybe I can try it on for size then.

Yeah, it’s not perfect.

There are three pillars for any labor intensive job; time, cost and quality. Pick the two that are the most important to you and accept the third as is.

Here’s an informative video on the development of the Mite. Overlooking some pretty egregious errors e.g. Kerryville, TX, it tells a good story. The Tiny Mooney That Started It All

General consensus is that the scratches were in the jugs before installation. As everyone has stated, there’s no easy way to explain how they would happen in a running engine. To prevent turning this into an academic research project, the plan is to fly normally and check it again at the next oil change. I have to assume that nothing will be changing.

I’ll give Zephyr a call today and see if they have any insight. The engine gets plenty of use, 120+ hours since April and these marks are only found in #1.

Great idea to call them. No idea on severity of scratches because jug is still mounted.

If there isn’t an available MapMx protocol available, it’s a simple task to double up, or parallel a connection (one way only) GPS TX to Aera RX. This is what I had to do from the GTN because it only allows one MapMX connection and that was used between the GTN and G3X.

Today I did a routine borescope inspection and found some strange marks on the walls of #1 cylinder. In general, there are three concentric rings of short “scratches” running around the circumference of the cylinder. They’re coplanar with the face if the piston and appear to be about equally spaced. The pattern runs pretty much, if not totally, around the circumference. Each scratch appears to be about 1/4 to 3/8” and they appear to be in “groups”, like something was skipping around the circumference. I can’t guarantee they were there the last time I scoped the jug. The compression is fine and the engine is running like a top. Without any external input, my plan is to continue to run it and scope more frequently to see if things change. Thoughts? IO-360 1,600 TT 500 TSTOH Jugs are ECI Cerminil, installed about 12 years ago.

Aera 760 wired in to GPS and transponder for FP transfers and traffic/terrain. BT connection to G3X to get ADAHRS info for synthetic vision for co-pilot. It’s ALMOST like having true ADAHRS for right seat. Garmin Pilot on the iPad. I subscribe to the OnePak and that gives a free upgrade to GP Premium. On the OnePak, I get Dibs for the G3X, GTN, 760 and GNC255. The more Garmin devices you have, the more the OnePak benefits you.

I’m assuming by now you’ve worked through your cool oil temps. Have you come to any conclusions?

My in-laws live in Bentonville so we flew out for Thanksgiving. They’re the only airport with a traffic circle at the FBO, and it works fantastic. They’ve got a nice restaurant and at lunchtime today, there was a line to get in. The place is extremely community focused and bustling with activity. It’s great to see such a vibrant GA airport. On top of all this, there were ZERO fees, even after 3 nights on the ramp.

I feel your pain. That’s tough information to receive.

My poor little Aera 760 knows how to do it but not the big, brawny GTN. I guess it’s just another case of no attempt at consistency between divisions.