danb35

The info for the main makes sense, the nose not so much. But my question is what was the actual measurement on the main. Some versions of the service manual call for a much higher preload than the current information (published in SB M20-155), which calls for 250-280 in-lb. The nose gear should be measured in the same units, and the spec calls for 100-130 in-lb.

Yes, the yokes came off fine--just took a bit more pulling and twisting than I was comfortable with doing without having someone tell me it was OK. My logs indicated that the retrofit was done IAW Mooney drawing # 917024--not sure how available that is, or if you need to buy a kit to go along with it.

I've heard that the Salem Airpark (38D) has good food on the field, but haven't been there myself. Recent comments on Airnav are positive, though.

There is no AD on a '67 F requiring replacement of the gear donuts. There's a factory SB, but no AD. There is an AD (73-21-1) which required replacing the retracting links, but that should have been done in 1972. Compliance with that AD does reduce the required preload amount (see Mooney SB M20-155). Do you have any idea what the measured preload amounts were?

To determine this, you'd disconnect the vacuum hose from the vac pump and attach a filter (to keep contaminants from getting into the pump), and then go fly. If you don't have placards, I don't believe your installation is technically airworthy.

The wing sight guages are still available; just under $700 from LASAR for the set for my F model (bought last month). For repair of the original guages or senders, I've heard good things about Air Parts of Lock Haven (http://www.airpartsoflockhaven.com/), but have no personal experience with them. It'd be worth doing some troubleshooting to determine if the problem is in the guages, senders, wiring, etc.

Normal price at AeroComfort is $500, $600 with embroidery. They pretty routinely run specials in MAPA Log, though.

Well, I am an honors graduate of the Bigger Hammer School of Technology, but I thought there could be some danger in applying those methods to the primary flight controls of the airplane. I'm pondering using some sort of gear puller-like device, but I'm not sure if I'd be able to use an off-the-shelf tool or if I'd need to fabricate something myself.

I've decided to send my control yokes off to AeroComfort for leather wrapping, so I went out to the airport this morning to remove them. '48Q is a '67 M20F, but has the 201-style control yokes and shafts installed to terminate the recurring inspection requirement. The pilot's yoke came off easily--a few wires to disconnect (and, in a couple of cases, clip off), the cross bolt, and the setscrew in the bottom. However, the copilot's yoke doesn't want to come loose off the shaft. I removed the same bolt (which is a pain, BTW--hard to get a wrench on the head of the bolt or on the nut) and setscrew, and the yoke will turn freely on the shaft, but it won't come off. Is there a special tool or trick I need?

Yes, your plane was made after the first of the J models, but a C is still considered a pre-J Mooney.

Quote: mjc Another issue I have is ADS-B. Without getting into whether or not it benefits us, the only GA ADS-B setup right now is the Garmin 330ES transponder, which in order to work requires a connection with a panel-mount GNS-430W.

Quote: edgargravel A generator will work when the battery is dead. An alternator will not.

That sounds reasonable--I think the shop I used for last year's annual said 25.

Quote: allsmiles Has Garmin changed anything with the x30 in the last 15 years ???

Are you just going to randomly revive every Garmin thread by trashing them? The last post here was nearly 4 months ago--what was your point in posting this?

I've gotten quotes from Avemco three years in a row to compare with the quotes I get from AOPA Insurance. Each year, the quote from Avemco is at least 1 AMU higher. This year (from AOPA) was about $1300 for $66k hull value, $1M/100k liability, full in motion, with ~300 total time and ~220 in make/model.

There are a lot of old wives' tales about LOP operations, but few (if any) of them have any factual basis.

...and how does the fuel get inside the valve guides to lubricate them?

Alternator isn't charging. It isn't the battery, but could be something other than the alternator--wiring, regulator, breaker, etc.

Clock is required for IFR, as noted. If the EGT is a 2.25" dia. instrument (which it sounds like), the EI UBG-16 fits in that size hole, and I'm pretty sure that at least some of the JPI models do as well.

The serial number is the most important, and the 66 indicates that it is indeed a '66 model year. Like cars, the model year for airplanes starts at some point during the prior year, and the MFR YEAR is the calendar year of manufacture. It would be a good idea to get a service manual for whatever Mooney you end up buying--my point was simply that there is an objective standard to apply when evaluating the shock discs.

Quote: DaV8or Speaking of donuts, I'm looking at a '66 F now that needs IMO new nose gear donuts.

I'll be interested to hear opinions on this myself. I didn't do anything with the AI, but I did have to adjust the horizon bar up just a little bit. I haven't gotten around to measuring the panel tilt in level flight--some day...

If you're going to use CamGuard, it seems wasteful to use it with a heavily additized oil like Aeroshell or Exxon Elite. Phillips XC is a multigrade, AD mineral oil that is otherwise additive-free, and considerably less expensive than either Aeroshell or Elite. Results of CamGuard with XC are reported to be very good, though I'm happy so far with Elite. I've used multigrade oil in '48Q since I bought the plane--I see no demonstrated downside, and the viscosity range is a benefit.

I'd check with Air Parts of Lock Haven--I understand they can repair or rebuild most fuel level sending units.