jrwilson

There are a few rivets in a row on the bottom of the horizontal stabilizer that are smoking. The mechanic wasn't concerned, took a wait and see approach. They are barely smoking and feel secure, but I assume at some point they'll have to be fixed. What type of process is that? Does the horizontal stab have to be removed? Is it a big deal (ie expensive)? Thanks, John

hmmmm....I tried the static pressure test, but the pressure dropped immediately. There was no fuel dripping or anything, but the fuel pressure did not hold. I asked the mech and he said he thought he remembered my plane had a boost pump that bypassed the engine pump, which wasn't the same as newer mooneys (he wasnt sure though, going from memory). So I don't know, i need to check the parts manual. You mention leave the pressure gauge alone about the transducer. Do you mean leave the tube off, or put it back on? I really appreciate your help.

I need to check the vent. Assuming it still might be the fuel pump (even though new, and with same symptoms) or carb, would there be other indications? I have a JPI engine moniter, and EGT/CHT is stable in climbs and cruise, so if the carb or pump is dumping more/less fuel, wouldn't there be some type of engine indication? Why would the pressure increase when you level off due to pump or carb? The other thing is there used to be a little kinked off piece of tube off the back of the fuel pressure gauge, which the mech removed a few years ago. Could that have done it. The problem seems to be altitude/pressure related (at least it seems so to me) so could that little piece of tube done something? It wasn't connected to anything, just a thin piece of metal tube, kinked off. That is when I started noticiing the issue. Not that it might not have been there before, I just started noticing it then. Thanks for the help!

Thank you. I think it might have something to do with the venting or fuel level...Pretty sure my caps are tight. I tried the fuel pump/carb test, but I don't think it will work with mine, doesn't the 63' C have independent lines for the boost pump and engine driven pump?

I have a '63 M20C and just had the engine driven fuel pump replaced. The old pump would run at about 5 psi on the ground, then on takeoff, drop to about 4 to 4.5. As I climbed through 6,000', the pressure would drop to 2.5 to 3 and the pressure needle would be a little "jittery." When I leveled off at around 9,500', the pressure would go immediately back up to 4.5 psi, with no power changes. I didn't like the jittering, and it was getting time to replace the pump. The new one does the exact same thing, with about the exact same readings. The pressure drop starts on the new one at about 5,000'. Any idea why this would happen? I hit the boost pump and it jumps about 1 pound. The readings are in the green arc, but I'd like to know why the drop happens, and why it goes back up when I level off. Any ideas?

Quote: serottak sorry for my ignorance but i have a question regarding flying around vs over. does that mean flying into tahoe is out also? living in the bay area the mountains and ocean seem to be very limiting in where i could fly. i'm not trying to be argumentitive but i just want to be find out if flying is right for my family. As for the weather and such ending a weekend trip that is something i am prepared for and fully expect. one of the reasons im interested in private flying is that when the weather says dont go there, we might be able to go somewhere else instead.

I used Red River State Bank twice. I liked them. Easy to deal with.

Quote: Becca My husband and I just bought a Mooney 201. I'd really like to bring my golden retreiver on some of our longer trips, flexibility we didn't used to have with rental planes. Anyway, husband is a little skeptical about the feasibility of that plan and also keeping the plane interior in good condition (he won't even let the dog in his car most of the time). Anyway, any lessons learned flying with the dog or strategies to convince husband it would be a good idea? Thanks!

Thanks for the input guys. Either way, temps are back down, so I'm happy.

Hi All, Had a debate with my mechanic this week regarding engine power. My CHTs were high on a recent flight and the mechanic was rather insistant that the CHTs were higher because I had more weight in the plane on this flight, therefore, the plane was using more power and making more heat. I disagreed with that idea, as horsepower is unrelated to weight. I explained to him I maintain a constant airspeed during climb (120) and accept the decreased rate of climb the extra weight will give. I have a JPI 700 and we downloaded the info and it showed the temps were up. The plane had been in for new spark plugs and an oil change right before the flight. (I think the baffles didn't get sealed up real well, which caused the extra cht, as I taped it up and it was cool again). So I think the CHT issue is resolved, but still want to win the debate Mechanic says the extra weight will cause engine to work harder during climb and cruise. Ok, so Force will be affected by weight (F=mass * accell), but if I'm at 120 constant speed, aren't I unaccelerated? The work (power) formula uses force, but not sure if it really applies well to this situation. My thought is percent horsepower is what matters, which is unnaffected by weight (percent full MP * percent full RPM = percent horsepower). Will extra weight make an engine run hotter, even during cruise?