tls pilot

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About tls pilot

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  1. Without any reservation, use the new sealed Gill 7243-14 We have used this new Gill sealed battery and have had great success with it over 4 years now. We reported on it when the battery came out and made annual reports see Battery Power -the new Gill sealed battery 7243-14 (post made in 2015) Please note the forum here seems to not like Gill Batteries Perhaps based on the old wet Gill Battery Not certain how many have tried the new sealed 7243s They have great cranking power and have stood up to hot and cold weather starts
  2. Suggest you call Acorn Welding and ask for Paul The Canadian dollar rate is very good They have all the parts Acorn Welding Sales Inquiries: Parts: Shipping: Phone: Toll Free: 1-888-388-8803 Local: 1-780-447-5955
  3. Last flight the cowl flaps went inop. At destination we noted that the cowl flap were open and could be pushed up(closed) w one finger and little to no force. Both cowl flaps closed at same time. Took the cowling off for a look at the cowl flap motor and linkage. The cowl flap motor runs in both directions. The roll pin sheared on the cowl flap motor, the drive shaft is intact. Getting the sheared pin out of the hole in the drive shaft will be the tricky part. Question: How do the limit switches work? Without the pin attached to the linkage the cowl flap motor will operate in either position up or down and will not stop unless switch is put in the trailing position ( middle ). With pin off and linkage NOT attached to cowl flap drive shaft, we can push up on flaps and have switch to closed position, the motor will run and run same on the open side. Leads one to believe the pin must be connected to allow the limit switches?? What makes the limit switch work? Want to make certain the new pin does not shear due to a limit switch. Anyone with direct experience on this issue, please comment. Currently at a very small rural airport without any resources. Obviously could fly the plane as we did coming here over 4hrs. The flaps must find a trailing position due to prop airflow forces (close the flaps)and inside cowl forces (opens the flaps). Just do not want flutter on the flaps and then further damage.... Thanks
  4. Mooney Ceasing Production Closes Kerrville Plant, furloughs hundreds of employees Plane & Pilot Published November 12, 2019 3K The Mooney factory assembly line in Kerrville, Texas. Courtesy of Mooney International The Kerrville Daily Times is reporting that Mooney International has ceased manufacturing operations at its Kerrville Airport factory at Kerrville Municipal Airport (KERV), Texas. In the move, a company spokesman said, the company laid off 229 employees, bringing Mooney employment down to around 90 workers. None will be producing aircraft parts, however, which is certain to concern Mooney owners. At the same time the company, which is owned by the Chinese investment company Soaring American Corporation, says the move is “temporary” and that it will restart production when the market for its singles returns, though prospects for that don’t look promising. Despite best-in-class performance, a recently updated design that includes larger windows and a second, pilot-side entry door, the aircraft have sold poorly even at a time when sales of some competitors’ planes have held steady or surged. The company had operated research and product development facilities in Southern California until 2017, when it closed that facility and relocated all operations to Kerrville. Mooney was founded in the 1920s by the Mooney Brothers, produced planes in Wichita, Kansas, for a time and moved to Kerrville in 1953. Since then the company has changed hands 11 times by our count.
  5. Davidv Your gauges are most likely Sigma Tek A family operated place in Lock Haven PA Keystone Instruments 570- 748-7083has the test equipment and can calibrate They come out of the panel very easily w one phillips screw IF your senders are good, it usually is the POT on the Sigma Tek. Sometimes it is just an adjustment others may require a new pot.
  6. Best place is Keystone Instruments in Lock Haven PA 570-748-7083 Family run business, very fair, honest, fast turn around. Ask for Ken or Pam
  7. Steve Hartwell. Dogbone Aviation at KCGZ very trusting and fine work
  9. Lance Mine is installed in the front Not sure why Jaime's mechanic installed that probe in the spot you show With mine in the front, the oil temps are nearly exact in all conditions
  10. Jose You have set out a great scenario regarding hotel rooms.....!!!!!
  11. Please check out the Bravo Oil Pressure post and the Low Oil Pressure post
  12. I looked for any earlier topics on this issue, I could not locate them. What is the correct fitting required for a transfill, the fitting on the Mooney( the O2 fill behind the door) and whatever is needed if you have your own tank to fill from. Where is the best place to find these ditting and lines at a fair price? Thanks in advance.
  13. Bill

    I assume this is at Daytona Beach?

    It sure sounds like their MO and ways of handling things



    1. BillC


      No, actually I’m in Brooksville at the only shop on the field. American Aviation. Before I give them a bad review, I’ll see how the repair comes out. Thanks.

    2. tls pilot

      tls pilot

      Good Luck

      I hope it turns out well

      They should repair it at no cost to you



  14. Ron Please refer to one of my first posts in Oct 2014. The issue remained into early 2015 for my engine. see post.... Bravo Oil Pressure By tls pilot, October 9, 2014 in Mooney Bravo Owners after reading old post, a few thoughts.... I do not recall when you purchased your reman from Lycoming. But it seems like it was around 2015 when they were finally figuring out my issue. Is your issue decreasing oil pressure as you climb? and Then as you decrease altitude the oil pressure increases? In my case the issue was easily documented since I have dual oil pressure guages, the ships transducer guage and a direct reading Scott. As well, I have two oil temp guages, the ships and a JPI. Once the engine was installed, the oil pressure difference was related to altitude. See the original post, basically, the higher I went the lower the oil pressure. It was a consistent decrease in oil pressure on climb until I reached FL 140 where the oil pressure went into the yellow. At that point, I did not go higher. I documented the incremental oil pressure loss with a spreadsheet and pics. Noting the readings on both pressure guages and the oil temps. Lycoming suggested adjusting the oil relief valve, an easy task on our engine, no need for washers, ( you can also het a stiffer spring, purple or white?) use a 9/16 th wrench on the aft cylinder in front of the oil cooler. The problem is this is NOT the fix. It only allowed me to climb to FL 170 vs FL 140 before the oil pressure went into the yellow. No real fix... At least in my case it was not a fix. If your oil pressure is decreasing with each 1000 feet as you climb, it may be the same issue I had. Lycoming is and was clearly aware that the new lifters (tappets), parabolic ones, used in our TIO540AF1B was not allowing proper oil pressure especially once we got into the FLs. Apparently due to our oilers and the ability of the oil pump? It is a practice that was stopped sometime in 2015 or early 2016, with Lycoming only using straight tappets. In my case, after flying the reman engine for 21 hrs, the engine was pulled and rebuilt w another new camshaft and new tappets, the original design type. After that, I can fly up to FL240 without any oil pressure drop. It certainly fixed the issue. No sense having an engine and plane that can fly at FL240 but you need to fly with the oil pressure in the red or yellow.... IF you have the same data of oil pressure loss w altitude increase, I suggest you call Lycoming and ask very specific questions as to what tappets were used in your install. Obviously, there are other issues that may cause a drop in oil pressure; Boyles law and oil temps, the turbo system, and prop governor. Good luck.