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About jamesm

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  1. Hey recognize that plane. Where are you repositioning it to? Have fun with it.
  2. How does it attach to the fuel selector knob? Assuming it the original fuel selector valve knob/handle
  3. for me it that one time or the more than one I forget to start or reset the timer
  4. So what I have been told that ideally you want the exit air outlet opening larger than the opening air inlet. If my measurement are correct even with the Lasar cowl encloser area is maybe 1" more at the bottom cowl flaps which is a high pressure area and not mention a hotter air as well . There has been the paper floating around about how bad the mid 60's Mooney's guppy mouth design has so much drag it spilling out front of the cowl and identifying the problem other than Lasar (helps a little better than original design) and saber cowl and few others no body seems to be interested in resolving this problem. This be better explained by the video starting in about 40 sec mark.
  5. It's great product I sure like mine. no more vacuum pump less weight and no more fat vacuum lines that looks like a young Frankenstein experiment. '67C
  6. I suppose you are right it not too big of deal. I was trying to take the pilot out of loop on resetting the timer / hands on the clock because you are too busy or forget at the fuel change over point. I wouldn't have to trust if my math is correct when the engine starts to sputter.
  7. It looks nice. Do the fuel injected Lycoming's have same High CHT's on climb out as some of the carburetored "C" Models do ? How are CHT's on climb out with the side louvers ? Mine tends to be Cylinders #2 &#4 (Left side) are usually the hottest on climb out. I had spare Mooney left side cowl and spare left side engine louver from either C-182/C-210/C-206. That I was considering installing in the side spare cowl to see if that increase the exit air flow to lower the CHT's temps on climb out. Haven't gotten around to that project yet. James '67C
  8. Let me guess you had Gill G35 or unsealed battery. boy does that acid spread quick. Had used Gill unsealed G-35 batteries for many years until last one . The one I had wasn't that bad but it came on quick and ate the battery box bottom. I switched to Concorde Battery no more messing with battery hydrometer every year all other things that come with having unsealed batteries. I have battery Box for Mid 60's if you still need one. James '67C
  9. Not to stir the pot too much.... The title of the post says "Surefly electronic ignition question" I believe there might be a slight difference between Electro-Air and Surefly electronics Ignition systems. ElectroAir has a bunch of remote boxes that you will have to find room for both inside cabin as well in the Engine compartment the have reduced by one but still in a Monoey it can be tricky. I have heard that the earlier ElectroAir Ignition leads have to spaced a certain distance a part for EMI. I guess the newer leads being used take away the spacing limitation.My understanding is that that Electroair uses wide gap than normally use previously in aviation (0.022-0.016) and higher voltage as well Surefly is more of a self contained unit containing all remotely mounted boxes.. uses standard Slick Harness and Spark plugs. So if you have a Bendix Magneto harness you have to order Slick style harness and will have to remove the gear off the Magneto that you replacing onto the Surefly Ignition Module (Magneto). It was explained to me If I am understanding it correctly...when I asked about higher voltage effect versus magneto voltage. something like this you can push out so much energy across the spark plug gap and Having super higher energy plug isn't going to give only certain amount efficiency versus the change advancement of the Mag timing is going to give most return on the change in timing. I was unaware of the valid points that Cliffy has brought up.
  10. someone needs to put a magnetic prox sensor in the fuel selector. So when you switch tanks back a forth It could keep tack of elaps time spent on each tank and separate total time . So this would help minimize the human input error when calculating fuel on board. And not be statistic on the NTSB's most wanted list or accident reports in magazines of running out of gas the cause of the accidents Assuming that they have following the POH's procedures of switching tanks ( I heard of some airplanes being quite elaborate of switching tanks) . Just a wild thought, James '67C
  11. So is bottom of the windshield screwed in to airframe? then covered with aluminum ? Looks really nice.
  12. I like what you did with the windows, very nice John
  13. Ops I got it backwards. Sorry about that ],my bad. I knew that there is "bleed hole" in the line in my case i the Manifold pressure reading was increasing with altitude. the Manifold pressure was varying by quite a bit making it apparent that there was a leak . James "67C
  14. Looks great. Has it taken you as long as you had expected ? What has been unexpected or unforeseen task in the project? Curious how much instrument panel access do you have ? Does top off easily enough access panel from inside? What about the firewall i.e. alternator voltage regulator bolts or any other items mounted on the fire wall, can you remove top of the instrument panel to get access to bolts/nuts on the fire wall or does this now become a 2 person job ? James '67C
  15. This maybe stating the obvious but..... if the manifold pressure gauge is decreasing while you're altitude is increasing you may have leak in your manifold pressure line. A leak that isn't supposed to be there. This happened to me as I started to climb the manifold pressure gauge behaved like an altimeter. That is when I had an aha moment I have leak .. James '67c