N201MKTurbo

Welcome to working on Mooneys!

You can get it past the pushrod tube? I had to grind mine down so it was about 1/8 inch tall at the far end.

I’ve never see the actual oil pressure intermittently fail high. I’ve seen it spike low when the oil level gets very low and starts sucking air into the pump. I can’t imagine a failure that would cause the oil bypass to stick closed. So, I would suspect a sensor issue. I would start by taking apart the CPC connector from the gauge cluster and spraying the pins with contact cleaner. Do the same with the firewall pass through connector.

For the wrench, go to Harbor Freight and buy a combo wrench and then spend some quality time with the wrench, your engine and a bench grinder. Polish it up nice after you are done, it will be in your tool box a long time.

There are not a lot of details in the posts about what exactly the relationship is between Mooney and Laser. We could assume some things, but it would just be a guess. I would think Mooney could be a supplier to Laser for parts fabricated by Mooney, like wing spars and skins and other sheet metal parts that Mooney can make. This would include all machined and welded parts like gear legs and parts. I can see LASAR taking over the ordering of all purchased parts like actuator gears, fuel tank dials, intake boots and such. We should reserve judgement. It could work out better for us.

https://vantageassoc.com

I use a Dremel rotary file for the course work, then a sanding drum for the finer trimming. Swiss pattern files for the final finish. Doing it right takes a long time. There are no easy ways to do it. Just remember you can take off material, but you cannot put it back on. Your last cut can ruin all your work. Have fun and don’t rush.

Unacceptable? So what are you going to do about it?

Voltage regulators have power inputs and power outputs. The first thing to do is make sure you have power getting to the VR. Next se3 if you have power coming out of the VR. With the engine off and the master and field on, you should get near battery voltage at the regulator output. You could use Doc’s trick and check if you have field current by sticking a paper clip on the rear bearing. If it sticks, you have field current.

I will tie it to the big wire with a nice relaxed loop to the field. What I see often is the field wire unsupported from the engine to the alternator.

Once every year or two, Aeroduct will pull that old fixture off the shelf, get out the old work instructions. Scratch their head for a bit and make a few.

That duct is made with a support for the wire at the corners. It is a single length of rubber coated steel wire that is spiral wrapped around the curved corner supports. The corner supports are in a position that has the cotton reinforced rubber sheet stretched out. It is a single sheet of rubber with about a 2” overlap on the bottom. After the rubber is stretched over the wire, the fixture that holds the wire supports apart is removed and a rubber coated cotton string is spiral wrapped in between the wires to create the accordion shape. The ends appear to be clamped to a mandrel when the assembly is vulcanized. I got all this by disassembling a worn out boot.

As far as a FSDO telling you that a legally signed off field approval was no longer approved, I would politely tell them to go screw themselves.

As a part time IA, when I’m inspecting an airplane, I couldn’t care less who did some repair. If it is done correctly with proper parts, that is all I care about. If it isn’t, then it has to be made right no matter who did it. Besides, what would I do about a crimp terminal that was crimped by an unauthorized maintainer? Cut it off and put a new one on? That would be silly. As far as the ASI is concerned, that is a harder sell. Most of the instruments are in the TC if I recall. They need to be the listed instruments or STC or TSO replacements.

I have never met an FAA guy or gal who had any interest of violating you if you had good intent. If you are out of compliance, they will explain why and discuss how to get into compliance. If they suspect you were trying to violate the regs on purpose, it is a different story.

322 people have died climbing Mt Everest mostly from Acute Mountain Sickness (hypoxia)

Control_Surfaces.pdf

Now that you have it working, you should figure why your low volts light didn’t light.

I reached a milestone on this trip!

This statement is true as far as the hing lines are concerned with regard to the ailerons, but not the elevator or rudder.

@Mehmet Demirci was the pilot.

Water dripping from the belly after rain is not unusual. There are quite a few drain holes, but none are at the very bottom it all attitudes. Flying will, usually get it all out. Doing an extra hour flight before your actual flight is a waste of fuel, just make your flight. If you are concerned about your baggage compartment leaking, have someone run a hose over your plane with you inside checking for leaks. Just remember there are a lot of Mooneys that are outside all the time and they do fine.

If you have been cyber stalking me on FlightAware, you know I haven't been flying much lately. Between my new shoulder and way too many periodic inspections and installing a new audio panel, me and the plane have been down for a while. So I decided to take a long cross country. Sorry, no pictures. The wife and I decided to fly to a Savannah GA. I got IFR current, the plane is IFR current and all my databases are up to date. We flew all the legs out there VFR so we could listen to an audio book. I should have flown the last leg IFR but I didn’t. We decided to fly the first day to Hot Springs AR. We got the last hotel room available in KHOT. We could have stayed in the fanciest suit in a 4 star hotel for what we paid for that POS room. The whole town turned out for the fireworks display. It was refreshing to see small town America in action. We got a seat on the patio at a Mexican restaurant near our hotel. We ordered a beer, chips and salsa and had a great view of the fireworks. Both legs getting to KHOT were flown at 13500. We were getting about a 15 KT Tailwind the whole way, so we were scooting along pretty good. The next morning we decided to do two legs to get to get to Savannah. We could have done it in one, but we don’t like to fly that long any more. We flew to Walker Co airport in Jasper AL at elevendy five and got lunch at the Pie Factory. It was great pizza. The crew car is a brand new Jeep Renegade, which was kind of fun. The leg to Savannah was a little more dicey. I tried to do 11500 , but the clouds kept rising and they were getting thicker. I didn’t want to get stuck on top and have to get a pop up IFR, so I just went under. It was more scenic that way anyway. And besides, there were thunderstorms ahead and I would much prefer to be VFR around thunderstorms than IFR, you have a lot more options. I had to deviate around a couple including a big one about 40 miles west of KSAV. On final there was a big one approaching from the north. The rain shaft was already covering the north half of runway 01 and the tower when I landed on 10. It was a bit sporty. After I landed the tower asked for a PIREP. They sounded very concerned. I told them it was moderate. When we got to Sheltair, it was pouring. They were nice enough to come out with umbrella's. Anyway, we are here enjoying the area. I will write another post on the way back. I may even take some pictures.

Yep, I had them backwards.