takair

Yes

Consider posting pictures of the engine compartment to see if folks can help identify opportunities.

I’m trying to picture where this goes? Anybody have a picture?

Might be worth confirming no static leak into the airframe. That might push indicated airspeed up. I saw that recently on a different airframe.

That does seem very close. As Nick said, check the rubber mounts for sagging. Would also double check the motor mount. They do crack on occasion and the cracks can be hard to see. Also check that your exhaust risers are not broken. This should be more obvious.

Consider idling at 1000-1200 RPM, per the manual, especially in cold. The idle mixture will change winter to summer. You can find a reasonable mid setting. I like to set the idle mixture for under 25rpm rise. That way you don’t need to lean as aggressively on the ground. As far as popping, sounds like you were good at 1000 rpm. I always imagined the popping in mine was from heating of the fuel injector lines after flight, but could be slight intake leak….. I might try Byron’s suggestion on my own plane. I suppose the sniffle valve can also be a source of leak…

Were you flying over NJ imitating a drone?

For what it’s worth, this is from a B5…

I did mine so long ago that I don’t recall. I think it was pretty straight forward.

Check eBay, perhaps for an entire yoke. Perhaps @Alan Fox has one. Alternately, you can retrofit with electric solenoid, but that is obviously more work.

@George Braly, with all this talk of sealants and orings, my mind jumps to the internal regulating diaphragms in our fuel injection systems. I can’t find the material type in my limited reference material. Was GAMI able to determine this or do testing to ensure no long term degradation of performance of these diaphragms?

Have not followed the entire thread, but just an observation from a Johnson bar guy. I would suspect that there is less wear putting the gear down since gravity and gear door aero forces tend to make it want to come down. Putting the gear up on the other hand……I can see significant benefit in putting the gear up early. I know many CFIs preach the idea of gear up only when no runway remaining. When they fly with me, I welcome them to try…. The point being….I can imagine some huge loads on the gear train when putting the gear up at higher speeds on electric gear Mooneys, especially those with the lower doors…. I wonder if folks with lower doors experience faster wear than no doors? I also agree that routinely waiting for short final might be a problem waiting to happen…

Fred My experience is with a WX 1000, so performance may vary. You may be seeing radial spread. When in long ranges, you will see some strikes closer than they are….usually pointing toward the core of the storm. This used to get me quite anxious, but using range, as you did, provides a reality check. Cross check with datalink weather helps too, but must consider the delay there. Do you know if you really had strikes inside 50nm? BF Goodrich pilots manuals are a great resource. They speak to many of the quirks of spherics and techniques to optimize them. Most show up on line.

I see people go so far as to use the vernier to eliminate the gap on the prop….

I don’t think this is normal. It could lead to fretting and hole elongation and more looseness. Alternator mounting is frustrating, the housings are rather inconsistent and they are different from manufacturer or manufacturer. As you said, that is the pivot, so must be loose for adjustment, but from my experience must be tightened once set. At a minimum, keep an aye on it to see if it’s “making metal”….