takair

@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”….

After watching the video, I’d be most curious if STC testing was done on the various diaphragms in things like the Bendix fuel injection systems and pressure carbs. I think our common fuel injector servo has at least three diaphragms. The pressure carb on some other aircraft is full of rubber seals and diaphragms that are sensitive to age, assembly and abuse. Both have serious failure modes if the diaphragms are compromised. I’m not sure what would happen with swelling or pliability.

How do the cylinder baffles look? While your temps are not high, they are also not low. Your oil temp can be slightly elevated as a result. Also, don’t forget the baffle seals on the front of the engine to the cowl. Those are neglected and cause some air to go under the engine. The result is less differential pressure, less flow, higher temps. These changes can happen with the flip of a baffle seal. The blow by can be the result of various ring anomalies….but I would try to eliminate all of the easy stuff first. There are a few threads, some recent, on evaluating baffle seals with flashlights, etc.

I’ve been hit by the fees when I’ve landed someplace and I’ve paid those. I’ve been hit by the fees when I’ve done an approach someplace and not landed. I complain and they have always been reversed. I suspect in this case ADS-B works in my favor, since I can prove I never stopped…. We had one local airport who stopped having an attendant and went to Vector. I’ve only randomly received bills…and they are not on the list above…. I think the frustration is fees on fees….and our inability to decode what is a legitimate bill for the upkeep up an airport or simply a bill to line someone’s pockets. At a minimum, one would expect the fees to be posted in facilities directories and flight planning apps….and they should identify who will send the invoice and how they determine an operation. Like all, I fear this will become out of control.

I’m surprised the FBO does not consider this a huge liability. If they are renting you space to “store” a plane, I would think it should have some level of standards for aircraft safe storage. Not just for the sake of your plane but all of the others, hangars and people.

I just looked under Mooney on BS, but couldn’t find anything. Which STC is listed?

I don’t like it on approach to landing. If I need a “burst” of throttle, it is just not the same with vernier, too slow. If I push the vernier release, I find that I over-control that same burst of throttle….or I add an inadvertent movement when I don’t want it. I’m getting of the age where I might be the old dog who can’t learn the new trick…I could simply be uncoordinated too… as a side note, when teaching in the 140, I find that I hate that vernier throttle even more than normal. Now, not only do you need to clear a students hand, but need to decide to spin or hit the release. You just hope the plane has enough energy while responding…

Interesting thread. This topic seems to be a matter of preference. I personally strongly dislike vernier throttle, on Mooney or any other plane. I share a Cessna 140 with 4 others. It has a vernier throttle and I just hate it. The others don’t mind and opted not to replace it when I suggested we should. My Mooney has push pull, and as someone else said, you can use your fingers against the panel to make very fine adjustments. Somehow, with the vernier, once I push the button, I can’t get my fingers oriented the same way for that fine adjustment, so in my mind it is different in that mode. . I have never had the push pull creep, it’s just natural for me to tighten the friction when I take my hand off. That said, I’ve not flown the McFarlane hybrid vernier. That may be the best of both worlds and I suspect I would like it. Good luck with the decision, but as suggested, you may want to fly before you buy.

Done it intentionally, but I was less than gross weight and not hot. Climbs adequately well with gear down and full flaps. Would not want to do it at gross on a hot day on an actual go around…. Certainly did better than my old Cessna 150 with 40 deg flaps. That would not climb at all.

Do you have air going to the fuel pump? The E has one where your battery sits. That one might be intended for the pump.

Makes me wonder if the stock marks are not linear, kind of like the stock fuel tank markings.

This one is super rare in that it has a B5 autopilot which can still be serviced. Most just had a wing leveler.

I had this issue a few years ago. As I recall, I just needed to clean/sand/file the contacts in the shower of sparks. Ideally you replace them, but think they were not available. You will probably find them pitted from arcing.

I have a sniffle valve in my sump that is similar. I’ve tried everything in situ…but I fear snapping it since the next step is drilling and that requires more disassembly. Often the problem is the flats strip first. Are the flats already stripped? Can you sacrifice with vice grips and heat? Got picture?

Hi Scott…can you IM me your email? Are you saying you had the altitude hold installed but was removed?

The servo number is BI-706, pn 20413-6-0. I think there is also another one, but it gets a little confusing. Picture attached is the aft servo (large one) and the one bracket that is required.

The servos(I’ll have to check part numbers), an alt hold can which I have, and brackets for the servos. They can likely be fabricated. Oh and lots of tubing.

One other thought, I know you replaced baffle seals, but be sure that the lower forward seals to the cowl are good. There are often big leaks around the starter and alternator. These leaks could have an impact on oil cooler flow even more than the cylinders. These are harder to see if you have a cowl closure, but would still be a leak…. What are your cylinder temps? I would expect an F to be under 350.

Good thought…..maybe do 1/4 at a time using aluminum tape just to be sure you don’t overshoot. I’ve done that when really cold….

Is this the stock oil temp location? Do you still have the original gauge and does it match the digital? Do you have the little metal shield between the exhaust and the cooler lines? I have seen between 170 and 220 over the years. 170 on coooold days. 220 on hot days, down low with higher power. It runs a nominal 180. At one point I sealed the top and bottom of the oil cooler to keep air from spilling passed. That seemed to help on the hot days.

One option is to add a Brittain dynertial and altitude hold. It is a bit of a scavenger hunt, but can be done. The STC can still be acquired. I added it to my plane a few years ago and am happy with it. I recently picked up a number of partial systems (less Mooney servos) that I will go through to insure operation and offer for sale. The holy grail is the servos, which are somewhat uniquely sized and are hard to come by.