goodyFAB

thanks ! that makes sense

Question, can anyone offer an explanation why the sealant called out for fuel tank inspection windows/screws is different for the wing walk inspection window ? thank you!

i agree with you. food for thought, air cooled v twin harley drag racing- i turn a valve diverting almost all oil pressure from the pump as to free up parasitic loss and run it for 9 seconds or so WOT 7500 for a hundred passes. im not killing engines faster than the guys running full oil pumps and pressures. funny, i just gave away a secret, hope none of you drag race air cooled push rod lawn mower harleys lol. my point is at low power settings theres a very good chance everything is just fine. test the oil, change the oil, test it again. (im sure you had anough somewhere to test no? to the OP , im really feeling for you, im sure you will figure it out ! best of luck. *****i originally wrote this before i saw the carbon chunks and etc, you've got some good advice given, keep us posted !

yeah im a little confused ... its an m20k ... I can't find anything that says a rocket is excluded. I also have zero experience with this but im curious now

I do appreciate that very much. This is exactly why I’m asking this question. The last person to rig the gear was a well known Mooney service center. front wheel had play in retracted position. Fast forward , comply with Eaton SB we have the same exact free play in front wheel retracted position. is this an oversight? Is this normal ? Before I seek out someone who is a rigging expert I’m looking for some insight. this might be yet another instance where “the experts” left something undone.

Of course, I was checking over the rigging adjustments made. (I like to confirm things are right before i assume anything, especially when it comes to airplanes) i found the mains and the nose gear to be within limits prescribed in the manual. but ….. I didn’t see anything about how far the front wheel should be in the wheel well or how much “free play” the wheel should or should not have in the retracted position. It’s possible I need to do more reading but in the meantime i thought I might ask here. (I’m away from the plane for a few days and it’s in my mind) When I reviewed the landing gear operation without adjusting anything. it seems like if it wanted to get the wheel tight to well, I would run out of adjustment on the bungee / over center shims. I may be wrong- so I’m asking if anyone has experience with what is acceptable for nose wheel play up and down in the well? obviously , it’s more important the extended position is in perfect adjustment, but I don’t like the way the nose wheel moves in retracted position, figured someone here may have an answer / experience.

Well, I’ve come across another question I have not been able to get a clear answer for. have any of you possibly during an annual or while complying with the Eaton actuator SB noticed that in the retracted position the front nose wheel can be pushed up until it contacts the little foam tire skids in the front wheel well? potential on a bumpy ride the front nose gear will be bouncing up and down. Putting un necessary stress on heim joints and etc. The extension seems to be in perfect adjustment. The mains are perfect with no play, symmetrical, etc. If we lengthened the front push rods then then we would lose the spring tension on the rods in retracted position. no? anyone ever have this issue ? im using a condor front tire. The easiest fix seems like a bigger tire skid but this doesn’t seem right. thoughts ?

that's on my list to try too! I find a mixture of acetone and ATF will work a frozen slip joint free very well. in the past I have used molybdenum disulfide powder as a dry lube for slip joints but a couple guys that are familiar with this application have told me to try the Macfarlane aviation DAM exhaust lube so I'm gonna give that a shot ! (funny its main ingredient seems to be molybdenum disulfide)

so far so good, but do have a couple bare paint spot that need touched up. quite an adventure to get an exhaust off a rocket in comparison to some other models !!! those slip joints dont like to slip after a long time married

question for the rocket guys - I'm looking for an exhaust gasket at the turbo exhaust inlet. it is round and measures 2.914" round ID and a hole center to center of 2.75" x 3.50" any gasket we find seems to have a rectangular gasket... has anyone ever run into this issue ? appreciate any help, I've already exhausted an internet search. I have attached a photo to see what im talking about hoping the rocket guys here have a clear answer to prevent ordering un needed gaskets *******UPDATE , shortly after posting this I got a conclusive answer from the source: the gasket is 640877 if this will help someone in the future who found the wrong number like me great... if the moderators want you could also delete this thread...

I could use that tail beacon !

nice job , I love the satisfaction of saving something. so many have a negative stigma about saving aircraft, makes it all the better when another is saved !

the key is get everything that wants to fall off to do so on the ground!!! just wanted to say thanks for kicking this off, there's a ton of knowledge on this forum.

this is how panel upgrades start... once you change on thing you start wondering about the future of your panel. I have had my eye on the av30 too, couple of those and you can ditch the vacuum system and they can stay if you ever upgrade further.

that is really kind, but please don't! m20doc was kind enough too post the IPC and I matched my serial with the part number and confirmed through my video that the number matches. I do not believe the fuek oump is changed with the conversion unless I missed it somewhere but there no mention of it in the STC, PARTS catalogue, or instructions from rocket. thank you all for your help, it is much appreciated.

tube is good ! thanks

thank you ! I spent sometime this morning going through the conversion paperwork and parts list, looks like the original pump stays with the k through the rocket conversion. Which is interesting considering the amount of fuel the 520 drinks, anyone ever use the pump in an emergency lol? can it keep up? 4140-00-19A matches the IPC/serial and the numbers barely visible in my video. I appreciate it very much.

hoping someone will be able to help me identify a fuel pump for my 1979 m20k 231/305 rocket. it has the dukes pump, I am looking to get a replacement before we head back to the plane to bring her home ( plane is not currently near me or I would not be asking for a fuel pump model #) the fuel pump number I found in my records must be for the engine driven pump as I'm striking out on the dukes pump. any help would be much appreciated. thanks I will attach a photo for visual id but it is useless for part number as I lifted it from a video. it is imperative the replacement pump is a direct replacement as the plane is currently on a field that does not have public maintenance and we must bring in what we need.

thanks guys!

hi all , this is my first post here. I'm wondering if anyone knows if the stall strip (TKS) for the mooney m20k 1979 vintage is the same as any other aircraft so I can broaden my search for a stall strip. any help or advice would be appreciated.