N201MKTurbo

have you seen George lately? He makes me look like a teenager.

I’ve been in aviation for over 40 years. I’ve been hearing the same thing you just said the entire time. There have been quite a few attempts to do what you said. Porsche and Mercedes both tried and failed. There are actually quite a few certified diesel engines, but few are sold. We look at our current engines differently. I see engines that have been optimized for 85 years. And you see a stale design. There are few modern engines out there that will do what our aircraft engines will do. Just look at the horsepower most modern high performance auto engines make at 2500 RPM. Few if any will exceed what modern aircraft engines will do. And they will probably use more fuel doing it. All of our aircraft engines could easily be made to run on any unleaded fuel, but their performance will be a bit less. You can’t take an engine that was designed and tuned to run on 100 octane fuel and wave a magic wand and make it run the same on a lower octane fuel. If you asked Continental to design a clean sheet 200HP engine that will run on UL94, I would bet it would look just like our current engines except it would be about 400 cu in and weigh about 20 Lbs. More.

I suppose,but the Con 360 is a small bore engine. But so what? Your HP/cu in is the real number to look at.

To be fair, the Con 360 is a six cylinder and the Lyc 360 is a four cylinder. So, not a fair comparison. BTW it is 1.8 cu in/HP, otherwise, our engines would make 648 HP! Wa Hoo!

Perhaps, I hope you get it sorted out.

Call the manufacturer and see if they will repair yours.

Why do you want to go to MCI? MKC is right in town and they have cheap gas. I have been there twice once in 1995 and again in 2001. It was OK back then.

I typed Lasar, my IPad changed it to Laser. It actually did it again while typing this. I will try to proofread my posts better before I hit Submit.

That sounds right.

I don’t think the FAA cares who is paying the employees.

Polyester resin will delaminate. Epoxy should hold, especially if sanded a bit. I’m repairing my headliner right now with fiberglass. My plastic was so brittle it wouldn’t support its own weight. I had about 8 pieces I needed to put back together. The first thing I did was put a single layer of 50 micron thick plane weave cloth on the back to stabilize the plastic. I’m using Total Boat 5-1 epoxy. It is a knockoff of West Marine 105 for about 1/2 the price. Then I started patching all the pieces together. Now I’m filling in all the holes for the missing pieces. It is coming along nicely. When I’m done I will cover it with fabric. I’m only doing this because a replacement is unavailable.

Sounds like we may need one.

There is nothing saying that Mooney can’t improve their production process. I’m glad Laser is helping them out with this.

You should re-adjust the cam in the mag. If it is not properly adjusted, the dwell can be too short. Thus jacking up the pulse width. It is an easy adjustment to make and can be done without all the special tools called out in the service manual. You just have to buy a new screw. Spruce sells the screws for $5.

As I said above. I don’t think Laser will be making parts that are produced by Mooney. They will be ordering parts produced by Mooney’s vendors. Like wing fuel dials, actuator gears and no back springs. If you want a new wing spar or wing skin, Mooney will still make them and Laser would be the distributor. I believe Laser will be no different than Aircraft Spruce. They don’t make anything, or have any PMAs. They just sell stuff.

The pumps originally had steel vanes in a steel hub riding on a steel chamber. The rebuilt pumps have nylatron vanes. They don’t wear out the chamber or the hub. They will actually run dry for quite a while.

If there is a TFR and you are not involved in it, you are restricted.

Mooney probably doesn’t make parts under PMA. They will make parts under a production certificate. I would think Mooney will give authorization to Laser to order parts from Mooney’s vendors. I’m not exactly sure how that works from a regulatory standpoint. If the vendor’s parts are PMA, then there is no issue.

Does your engine have the mounting boss for the alternator? If not, there is a bracket that bolts to three of the case parting bolts.

At a previous job we did HALT (Highly Accelerated Life Testing) testing on circuit boards. With enough vibration, the surface mount parts start popping off like popcorn.

You are probably right. Do they have a warrantee? Maybe you can keep sending them back. Have you tried a different brand? Maybe they would be more robust.

My old M20F used to eat landing lights. They only quit when I touched down. I started turning it off on short final and then turning it back on to taxi. My theory was if the filament was hot and soft, the slightest bump would knock it apart. I can’t explain why the LED lights would fail for the same reason. BTW, I landed so many times without the landing light on, I still turn it off when I land. The light freaks me out now. It gets the tower excited sometimes when I turn it off.

But the OP said his electric pump didn’t work. He was asking about starting it without the pump.

I’ve gotten a few around here. Moving it for maintenance is right there on the form. All they ever wanted was an A&P to sign the form saying it was airworthy for the flight. There is no guidance for what that is. I think it matters what your relationship with the FSDO is.

I’m voting for it’s not from the Mooney.