bradp

Today's flight also didn't happen. It would have been one of those everything lines up just right type of moments for it to go. I bagged a flight from BDR to PHL yesterday with today's crappy forecast ... Specifically the possibility of icing with an inversion layer. Sure enough today there were temps of +4 or so on the ground, +1 at 3k and a DA40 reported mod clear ice at 3.5k over Oxford. Ah ha observation confirmed the forecast. But this warm front was moving through and by the time we would be ready to depart, warm air would predominate and no more icing predictions (btw not impressed with Lockheed Martin). Anyhow now there's this stationary front moving through with a solid line of TS that look just nasty. Based on the speed of the line moving SW to NE it would have been pushing it to try to get in just before the line arrived in the Pittsburgh area. Almost but not quite. Well see how things look for tomorrow. Will definitely be areas of IFR but hopefully no convection.

fwiw I had one EGT that was always more finicky than all the others (fluctuations and a higher temp). EGT depends on multiple factors including placement of the probe. However in this particular circumstance is was corrected by moving the lock washer on the probe and harness terminals from behind the terminals to between them as specified in the JPI install manual (correct should be screw head, terminal, lock washer, terminal, nut). Apparently this matters. Take a look at probe connections. Ensure that the probes are grounded to the engine ground. Find a piggyback CHT for your number 3. Then start working through this FF troubleshooting. Also make sure that the FF is not mounted directly to another fuel competent. There should be some hose in between, as this will minimize the potential for cracks, and vibrations will not be transduced through the unit. Agree with Bobs suggestion to look for bends in hose, verify proper orientation and k factor (which is printed on the transducer and needs to match the config of the 830). There is also an RPM setting in the "deep settings" that counts the number of pulses the unit senses and I think uses this as a factor to calculate the displayed RPM. If your 830 is Saying 2250 instead of 2700 RPM, I'd check to make sure they this config is set to 4 and not 6. I'm away from my manual but it's in there... You can get an iPhone app that will serve as a visual tachometer and you can test this (or rather have someone else test this) during a takeoff roll. Also look for that for missing fuel as Bob had suggested. Not an A&P. Frequently in trouble with wife for spending too much time in hangar.

It is a cycle. Everyone doesn't want to make decisions about part applicability and interchangeability. If whelen has a cross reference that says this 12V unit is replaced by this 12V LED I would interpret that to mean that it is a direct replacement part. But to each his own. Because everyone is hesitant to make decisions about parts (that's us owner operators by the way), A&Ps are hesitant and want a CYA, hesitancy is passed on to manufacturers who go to the expense of developing STCs, and that cost is passed directly back to owner / operators. That's why we have $500 flashlights on our wing tips, tails and bellies.

I think Anthony is right here. Not quite condensation but more like accumulated little drops on the oily sheen of the bottom skin. I have a coffee grinder. I don't think there's much of a seal to the outside world there. Sealant here I come. It's probably going to be removed during paint anyway. I'll save it for posterity. It was the first thing that broke on my first day of Mooney ownership. And it was in the Concorde or something like that. Some water might have sprayed up to the access panel or more likely that was just a minor leak to the outside world and I wasn't thinking about the coffe grinder.

Hi all Has anyone added weatherstripping to the empennage access panel? I went in there after a flight through rain and found my interior wet. No leaks from the antennas and such but the inside of this panel was soaked making me think that it was drawing water through that panel. Given all the important avionics and such that live back there I'd like them to stay dry. I was thinking about weatherstripping the frame. Any recommendations? I know a lot of vintage owners will seal the avionics access panels up front, but I frequently open up the rear so I want to put something in that's easy to reaccess and won't be a water sponge / nidus for corrosion. Thanks much B

I'm going to replace the leather on the side panel of the door and clean up / repair the ABS to just to see how much of a project a DIY interior would be. At that point I'll probably decide to do the plastic / carpet and sidewalls myself and probably do Airtrex for the seats. Fun projects though. I like DIY. My wife I'm not so sure. I get a lot of eye rolling when I rattle off all these projects I want to do.

Didn't come out so bad. Only like 15hrs of toiling. At least everything works. I was going to put leather on the insignia piece but now I'm not so sure. I kind of like the black contrast with the black panel. Maybe I'll just re do the border in black or charcoal leather.

Hi Jill, Welcome to Mooneyspace. As this is a pretty tight knit online community and this is your first post and an advertisement, the cynics among us would be skeptical of a such a well priced Garmin unit. Alan, Don or some other regulars here I would buy from in a heartbeat. New people not so much. Please take the time to introduce yourself to the group either in this thread or another. What is your contact information? Where did the unit come from? Are you a private individual or do you represent an avionics shop. If the latter, which one? Also, as is tradition, please provide photos of the back of the unit, especially the serial number. Folks on this forum are sticklers for things like proper grammar and reasons for selling in the classifieds section, thus the suspicion. Caveat emptor. Or welcome. Or both. -Brad

I had one go bad mid flight. This is once in about 400 hrs of Mooney ownership. Engine monitor told me which plug based on an in flight mag check. I now have another bad plug from the same batch of nicely clean and gapped plugs. This is from the same batch of champions that I installed 2 years ago. Two bad in less than 200 hrs. I now carry an extra plug washer anti seize and torque wrench. That is until I replace everything with fine wires. Part of this is that most of my flying is on the weekend or during the night without easy access to mechanical help.

Weber in PA is about to reskin mine in a couple of weeks. They have the jigs. Mooneys lead time for skins is 2-4 weeks. Brad

Revert to the old pants and there will be less flutter.

I had this exact same thing happen after I got the plane back from annual last year. I took the foot panel off and haven't yet put the new one back on, but when I do it will be trimmed to stay away from the rudder pedal. Glad to hear that you found your issue. +1 for Dorn - good guy & Mooney guru. Just got off the phone with him a few minutes ago. Sometimes the simple things....

One of the good things about PIttsburgh is that we have no shortage of business to support the mechanical trades / heavy industry. Got a whole bag of them from a shop about 1/4 mi from my work. :-)

I did in fact run a mag check LOP in flight and it checked out okay - when my previous spark plug announced that it had quit was on an LOP mag check. The problem with the spark plug was not nearly as apparent ROP as compared to LOP. However, my spark plug leads shielding is especially chaffed to Cyl #1 as compared to other cyls, which makes me suspect an ignition problem. The mags are ~50 since overhaul last July (and I had a big mag problem which prompted me to swap out the previous slick mag for the one that is currently installed). No other indications of a mag issue. Starts have thankfully become a non issue with this new mag. I'll check the timing, but I wouldn't necessarily suspect a mag issue for a single Cyl unless a cap or lead. I'm leaning... Hehe geddit... Toward a mag lead or another spark plug issue since the involved Cyl is acting too rich (I still have the top plugs as Champion massives). If acting too lean I'd be suspecting things like induction leaks, valves and lift clearance / camshaft issues. If acting too rich I'd suspect ignition first and foremost and fuel metering a distant second. Just an interested, curious PPL / diagnostician by trade, not and A&P though. -B

These are always fun. I recently had a plug die (mid flight thank you Champion) in Cyl #1 and replaced the 4 bottoms with Tempest fine wires. That fixed the spark plug problem, but I'm not quite done yet. Yesterday I downloaded flights to a USB stick as I was updating the firmware in the EDM-730. During my most recent trip, I noticed that Cyl #1 wasn't dropping off with the others and the EGT was a bit higher than everyone else. I uploaded the flight to Saavy and noted the following. 1- #1 EGT peaks last - richest cylinder 2- #1 EGT peaks higher than everyone else, EGT spread LOP is ~ 70F 3- Gami spread is ~0.2 GPH 4- LOP CHT #2/3 similar, CHT #4 in the middle, CHT #1 hottest Anyone willing to take a stab at this? Seems like conclusion is Cyl #1 is running rich and peaking later than everyone else. Possibilities I can think of (with my limited experience are: 1) (fuel divider?) or 2) everyone else is running too lean (unlikely to be induction leak for 3 cyls - had Cyc #2&4 intake gaskets replaced at last annual as they were leaking. I last did a baby bottle test over the summer and each was equal. Will check again. Something glommed into the divider might make the other 3 cyls leaner but again, occams razor would suggest otherwise, 3) inefficient spark/slower flame front for cyl #1 would result in a hotter EGT. I already had one champion go out. Recently tested leads from mag and resistances are in check, so that's less likely. A mag timing issue would likely affect more than a single Cyl. 4) other ???. Something about the variability in the FF is bothering me... something else is telling me to check into my mag leads again. Trying to be somewhat parsimonious, thus asking our group here... Other things to note: this is a 4 sec sampling rate = not ideal. FF has some variability. ? Transducer / measurement. However, when the FF smooths out, the EGT wobble / variability goes away. Reference 00:24. Lesson learned - there is a TON more information you get with graphical exploration of engine monitoring trends than you do by looking distractedly at the engine monitor in real time during a flight. What do you guys think? Thanks as always, -Brad

I have terrain and obstacle info on my GTN650. Flying in Florida I have not used the terrain however the towers all show up and change colors from white to yellow to red depending on relative height compared to the aircrafts altitude. I have terrain and obstacle info on my GTN650. Flying in Florida I have not used the terrain however the towers all show up and change colors from white to yellow to red depending on relative height compared to the aircrafts altitude. Maybe @Godfather was talking about TAWS-B option on the GNS afterall.

Wait my non-WAAS 430 has terrain and obstacle advisory information (it's sometimes useful but mostly annoying when I'm on an approach in a protected area) and an GTN doesn't??? Also has the Bluetooth / wifi been activated in the IFD units and does this allow interface with a table device to alter flight plans in the same way as the Flightstream? With the ease of installation for existing 430/530 users, TAWS, and wireless connectivity...that's a lot of functionality in one box. The AML STC that AviSimpson references may lure additional converts....

6oz tube of CS-3330-B2 should do it for a single panel I'd guess...? Also here is a pretty good overview of the different sealant brands and which catalog numbers map to which mil spec . http://www.vansairforce.net/articles/tank_sealant.pdf

I have snap on bits now - mechanic I did an owner assist annual gave me some as a gift and told me to throw out my crappy ones. They do make a difference... I'll try the apex ones Clarence suggested.

Yes I think the panel was off in 2003 or so when the tank was fully revealed. Any advice how to get those sealed-up screws off without stripping or needing to drill them out to do the proper reseal? Thanks Brad

Hi all Discovered a fuel leak coming from what appear to be two screws on a lower panel. Read DMax article and what was available her and have a couple of questions. By DMax article, seems like nut plate cracks are the typical culprit in this circumstance. He says remove a screw, apply sealant to the thread and replace. Wow sounds easy. But this is a Mooney fuel tank system after all. 1) Screws are seized. I don't want to damage them and am afraid of creating new leaks on this panel if I take an impact to them. 2) the panel location is just below the filler cap, so I can get a great visual on the sealant there. Looks like a minuscule crack in the sealant along the nut plate IA is on vacation, so we'll be talking when he returns. What is the group consensus - remove panel and reseal or patch seal from inside? Seems like option 2 would be the good is better than perfect option but I'm hesitant to add layer upon layer of Proseal. Thanks as always Brad

On my first day of Mooney ownership - upon picking up the plane - the landing light was out and traced to a bad connection. The totally unknown to me mechanic replaced the lead to the landing light and noticed there was a hole in the manifold pressure tubing and said he had fixed it. Okay. He also handed me something that he said was restricting the manifold pressure and that I didn't need it. Several years later after I have always noticed the MP to be too high by about an inch or so I did some investigating (I don't have a Turbo!). Thinking back to my first day... 1) The calibration port (you have a hole in your manifold tubing!) is now open again 2) The restrictor that was removed at the same time. It's missing. I'd like to replace the restrictor to see if it brings the gauge back in line before I trouble shoot anymore. Upon searching the parts catalog I come up with two candidates for the restrictor, part numbers: 660155-001 (Eff SNs 24-0084, 24-0378 thru 1378) 660155-005 (Eff SNs 24-3377 thru 24-3404 660155-007 (Eff SNs 24-0084, 24-0378 thru TBA) My plane is a 1977 J SN 24-0348. Doesn't map to any of those part numbers... Does anyone know what the correct part number is for this restrictor for a 77J and whether the Mooney part maps to a Milspec or other commercially available source? I know that there were folks that had issues on installing JPI MP gauges (bouncing / erratic) who got a hold of a restrictor... Snubber.... Scupper... Snuffer. Etc. Whatever you actually call it. Thanks for your help and take care, Brad

Had a great flight from FWQ to FYJ (Middle Penninsula Airport, West Point VA) to visit the baby's auntie. 180kts over the ground for most of the trip was great. Bumps as all heck at 5.5, smooth as glass at 7.5. Didn't go any higher because the littler one is getting over a cold and I didn't want her ears to hurt on the way down. The ride into FYJ was spirited - I'll post a video of the landing. Something like 11G19 quartering across the runway. Auntie met us with Crab Muffins (English muffin with lump crab and cheese), some fancy cider for my wife's birthday, and some real old fashioned coke in the glass bottle. We planned to head over to W75 Hummel for some Oysters at Merrior (definitely worth the trip for this place. Mmm). Loaded up with Auntie in the plane and headed for Hummel - a short 5 min flight across the peninsula. On climbout some dude in a Sundowner calls "Beechcraft Blah blah blah inbound VOR-A approach". looking around - nada. On downwind we see said Beechcraft climbing out from below us left to right and he makes his call "Missed approach VOR-A." Made me less than happy and as he was nose to nose with me, making late calls, not operating in the pattern descending below pattern altitude. The really depressing part was that I'm pretty sure he was with an instructor. I told him over the CTAF we were transient and operating VFR and he should be making standard calls with reference to the field, breaking off his practice approach in the immediate vicinity of the airport to enter the pattern if he was going to be operating at or below pattern altitude. We head over to Hummel and take a peak. For those unfamiliar, W75 is 2300' that sits in a cool little cove next to a bridge that crosses the Rappahanock river. I'm 200 below gross, the DA is no factor, but looking at my performance calculations, we are just fine. Reality, on the other hand, doesn't match up with those book calcs... Remember that squirrley approach into FYJ 15nm away... same deal here. I needed to carry an extra 8-10 MPH and am catching all sorts of +/- 5-10kts of LLWS on the final to my 2300 x 25 ft intended runway. Stall horn appropriately intermittently chirping, but I'm carrying too much extra airspeed for plan to plant it right on the numbers. So I call off the approach and go around. Climbout is the same catching some LLWS on the way up too... so I'm not climbing out at Vy either... need more A/S buffer. Oh and there's a buzzard who's enjoying the wind and need to go around him. So I decide that it's not in the cards but want to do another low approach and fly along the runway to see how the climbout might be. Next time the approach is perfect, ready to plant it right on, but I've made my decision that W75 isn't going to be our destination today and add power, fly along the runway and climb out at 100 mph up and over the trees with a comfortable margin. Landing would have been just fine, but I wasn't thrilled about performance / wind conditions on departure if conditions remained as they were. So we head back to FYJ. That buzzard is still there - hasn't moved from his spot. Go back to FYJ and hear out friend in the Sundowner still calling the VOR-A "missed approach" without calls referencing location. Urgh. Watch out. I land and he lands behind me. We visit auntie's new house in West Point and decide to head over to Merroir for some oysters - about a half mile from W75. Oysters half shell and broiled with country ham, home made sour dough / cheese bread with pesto, fish tacos, more oysters. I'm a happy man. Man that food was good. Even the little one enjoyed some oysters. Personally I don't know many 2.5 year olds who will willingly down briny oysters :-). Ironic thing is the wind had all but died down by the time we drove out there. Oh well. We head back to the airport and head home over some beautiful night time scenery with tons of traffic into the Washington airports. Potomac controllers are helpful and friendly as usual. I stayed reasonably low up to around Winchester and then climbed up for terrain clearance. That's when the crosswind turned into a headwind. The closer we got to home, the stronger the headwind became. Like a time warp with the GPS counter ETE just staying still. I approached Cessna speed for most of the trip home 99-117 kts. Oh well, it was a nice night and, again, smooth as glass. More gusty crosswinds at home with some LLWS. This time I took advantage of our 4000 ft runway, kept extra energy on final and plunked her down just beyond 1000 ft and made the second turnoff. Great family trip - departed at 12:45 pm and we were home by 9:45pm. Would have been something like 7hrs of car travel each way. Love my Mooney. -Brad W75 Goodness on ice Loving em. Baby and auntie. Baby at the "beeeech!" View from Merrior restaurant Momma supervising the Oyster adventure Now that's a generous headwind.

Leather to beverage ratio was addressed. Took about 8 hrs of tedious work and I'm not quite done. Many Netflix episodes of various things were on in the background. Stretching the leather was like trying to get spandex on an elephant. Pretty happy with the result. Had to put the yoke back on for a flight. Going to finish with a to panel to keep the suture lines along the corners instead of the middle of the yoke. Then put the caps back on. That's why there's extra material at the top of the horns. Finally I'm going to have the same Classic Mooney bird embroidered in leather for the front plate. Fun stuff.

I read Byron's earlier post. The skinny is that he needed to Dremmel / router 1/16th inch from the edge of the windshield that makes a seat in the frame in order for it to fit properly. Does the same thing need to be done for thicker than stock side windows for J and later models? If so I may opt for the stock thickness and invest the extra money from the swear jar in some better ANR headsets. @jetdriven. Byron if you had to do it all over again would you go thicker windshield or stock? Did you ever get around to the side windows? Thanks , Brad