Lax291

Thanks, sending photos and feedback to my mechanic. Big question is why did these shear in the first place so I'm sure he'll be looking into that.

Wonder if this is a better picture, guessing the hole in the shaft should be aligned with the hole in the bushing and a pin dropped through to secure it?

Drip from oil above thankfully.

Took a look today and not knowing what it looked like before, looks like the first photo is missing some nut/retainer. The metal which hits the limit switches seems like it's shifted towards the copilot side as when I go full closed, the metal comes nowhere close to the switch on the firewall side. Is my guess correct that there should be something here and if so is that the shearpin?

Thank you for that, would never have thought that would be part of the MEL. Still lots to learn about Mooney ownership, appreciate all the experience/wisdom you and the rest of the group have. Time to reread the POH.

Thanks for the help, will first see if I can locate the motor then see if I can locate a missing pin! As an aside, would people be hesitant to fly with cowl flaps closed in New England during the winter? Had a shorter flight planned for tomorrow, thinking I can regulate CHTs with mixture in the climb if they become an issue in freezing outside temps...

More things to break, more things to make, more things to sell.

Just had my audio panel static issue fixed (yet to be tested) and when I went to check on the plane I wanted to close the cowl flaps to preheat. Turned on the master, flipped the switch to the closed position, hear the motor humming, but no movement of the flaps. I can manually move the flaps up and down by pushing/pulling them and the flap indicator is also indicating with the changes. Any thoughts or other troubleshooting suggestions? There was a loose CPC connector on the pilot side that is suspected to be the issue for the panel static, I can't imagine messing with that could have caused an issue with the cowl flaps?

I've just started using the Hornet after using the electric heater with duct into the cowl flaps. I've used the hornet a few times, but much more convenient than what I was using before. Slips in through the air inlet (alternator belt side for my J) and sits right on top of the cylinder. Close up cowl flaps, insert plugs, and drape with a moving blanket. If I know I'm flying the next day, I'll turn it on the day before. If I don't fly, then it's still safe to keep it on as long as you want. You can also set the hornet on the cylinder right after shutdown, so no waiting for it to cool off. Now I use the old heater to preheat the cabin.

Funny as I had an issue Saturday that forced me back to the field after takeoff when I noticed the battery volts was flashing at me on my JPI700. Alternator was working but not charging the battery. Got back on the ground and found the annunciator panel breaker was popped, pushed it back in and battery started taking a charge again. Flew 3 more hours and no other issues.

I think they may have been a copy and paste issue with the description of this forum when it was created. Unless the majority of you are from Texas?

Another Connecticuter here out of KHFD. Looking forward to the group! Might be going to the Nantucket Christmas Stroll this Sunday, weather permitting. Anyone been before? https://christmasstroll.com/

Picked up my plane with an instructor for transition training, did about 3hrs the first day. Set off to fly up the East cost from FL and about 3hrs in we see the alternator annunciator light. We land, find maintenance and they identify a wire that's pulled away from a terminal on the alternator. Replaced it, and we're back off and heading home. 1.5hrs later the light comes on again, land safely and the alternator needs replacing. The scramble began to get a replacement overnighted for Saturday morning delivery. All's well that ends well and I really appreciate that happening (even though it added more expense and delay than expected). Was able to experience the failure with my CFII who is an airline pilot with thousands of hours in his Mooney, and saw that he was cool as a cucumber the whole time. Also gave me a quick introduction to airplane ownership from shelling out unexpected AMUs to having to be flexible with your plans because things will happen.

Watched a video from "The Challenger Pilot" the other day and noticed he used a technique to confirm if he received a landing clearance. Taxi light off means no clearance received, light turned on indicates clearance received. Thought this was a simple but effective way to capture and remind oneself of the clearance. Wondering if this is an airline SOP? Do others use this technique and like it? Any pitfalls to be aware of if I start using it?

Why would I do that when I can bother you about it? But in all seriousness, yes and it seems like there was no definitive smoking gun. I'm curious if any new information might have come to light to help zero in on what might have happened. Maybe I missed that in the threads?

Good morning and hope everyone had a great Thanksgiving! Having met Fred a few weeks before his accident, I’ve been following this closely. Does anyone have any better idea of what happened, any more information that’s come out to help prove/disprove a hypothesis?

Review and more info courtesy of Sporty's https://youtu.be/68WIefOLgQQ?si=TL_UmnJNEQvielV_

An update, been traveling and just got back to the hanger to locate the source. Getting under the panel and pulling on some wires, narrowed it down to a bundle of wires on pilot side. Didn't have time to individually check each one but will send to the avoinics shop so they can find it.

Think you have convinced me to pull the trigger on it. I was thinking that when not using in the plane, if I can somehow mount it outside the hangar, I can now connect a smart switch to the wifi and remotely turn on, say a heater, from home.

Thanks @N201MKTurbo, was under the panel with the flashlight to see if I could see anything. Didn't even think to turn on the radios and start tapping wires! That was my first time looking under the panel, holy crap, that's a lot of wires!

I did notice when I did trigger it with pulling back on the yoke, the transmit symbol did not show up on the GTN. Would you expect to see the Tx there if it was the PTT? Also, I think that switch was replace just 3 years ago on pilot side.

Odd thing happened last few flights. Startup, radios on nice and clear. During runup and go through flight controls check and when I pull the yoke all the way aft, the static starts. Almost sounds like squelch is off. Not there all the time, but intermittent and not enough to interfere with understanding transmissions. Have confirmed it's triggering when I pull the yoke back as the static is heard and I see the red intercom light come on. Thinking a loose wire that's being bumped by the yoke linkage behind the panel? Anyone experience this before? Radio 1 is GTN650xi, haven't isolated radio 1 from 2 yet.

Looks like GP updated the category speeds and they now match FF.

This was my experience with the orbital buffer. Had speed settings up to 6. Spread the polish with #2 and worked it with #5, no issue going over the rivets.

Wanted to post some quick photos of the paint correction project I started last weekend and at first I was apprehensive to start cutting the paint with the polisher, but after doing it I couldn't recommend it more if your paint is looking dull and dingy like mine was. The buffer and polishing compound made it fool-proof and results were spectacular (in my opinion). I'll link what I used below if anyone else wants to give it a go. Orbital Polisher: https://www.amazon.com/dp/B089N83CWF?ref=ppx_yo2ov_dt_b_fed_asin_title At first I bought the Griot's Garage polisher, died on me after 30 minutes, this one is much better and much less Extra pads: https://www.amazon.com/dp/B07STT35FF?ref=ppx_yo2ov_dt_b_fed_asin_title&th=1 Groit's Complete Compound: https://www.amazon.com/dp/B00PA2LMD2?ref=ppx_yo2ov_dt_b_fed_asin_title&th=1 This not only cuts and corrects the paint, but also polishes at the same time. All photos below are after 1 application of the compound, 4 passes with the polisher, and wiped clean. Photo 1 - Upper left section polished, everything else not. Notice how the overhead light reflection looks from polished to not. Photo 2 - Right half of wing polished, left not, can see the line where I stopped Photo 3 - Setup Photo 4 - Tail section before Photo 5 - Tail section after, I think the darker color shows better with the photos I still have some watermarks/oxidation spots and maybe down the road after another light cutting that will come out, but what a different a little compound and elbow grease can make!