tony

thank you.

I think we have forums and those stories would be appropriate in the miscellaneous aviation talk section.

i did too, wasn't it a gorgeous day to fly?

I had a pinched wire between the intrument panel and some structure, causing a high resistance short. Happens sometimes when the guy reinstalling the instrucment panel. is not careful. MIne wasnt enough to take out the breaker but it was enough to bring the voltage down so the lights wouldnt light. I think this is a great excuse to install some nulites and get rid of those post lights.

When I was running a flying club and one of the members had an accident, that's exactly what happened. It wasn't chartis though, it was one of the other underwriters.

I’m sorry if I bruised your tender ego, and I must have made you angry; however, your derogatory comment doesn’t change the fact that you’re still wrong.

No that’s not correct. An overhaul has to be done per approved FAA overhaul procedure. Each overhaul shop can have its own overhaul procedures that are approved by the FAA. Different shops can have different procedures so not all overhauls are the same. According to the Lycoming overhaul manual http://pj260.com/Lycoming/Overhaul%20Manuals/60294-9.pdf (which is also approved data) the only thing that is required to be changed are the seals. If you read this manual, during an overhaul you only have to change the parts that are damaged including through bolts. So it’s it very arbitrary. .

Given where you are I would try tapping the existing seal in to see if it's not seated properly. I assume your mechanic tried that already. If you were overhauling you would certainly use the one piece seal but given where you are with this, I would try the split to see what happens before I went through the expense of removing the prop.

I thought each window was a custom installation? No?

The gassing voltage for a lead acid cell is 2.35 volts per cell. So I wouldn’t adjust your voltage regulator higher than that, even if it’s cold. I would also make sure I adjust the voltage regulator with a fully charged (well conditioned) battery as well. Since most of your temps are going to be above 45, I think (based on the chart you provided) the max voltage I would let that battery see (6x2.35=14.1volts) I would just set the voltage at 13.75 volts this weekend and don’t worry about it. here is a pretty good reference: http://www.powerstream.com/SLA.htm

relax, there's years of enterntainment value on here watching the two of them banter. Its all in fun.

Both the oil and fuel pressure gauges are mechanical in my 67 F. I just love having that fuel line running up there.

If I were a prospective buyer, there is really nothing you can do to alleviate my fear. My offer would assume an engine rebuild in the next few years. But that's just me given my past experiences.

That is interesting; the oil temperature sensor in my F model is in the oil cooler adapter (before the oil cooler). With this variability in the design across the M20 type, how could the oil temp (installed) limits be the same for all? or are they different?

maybe you shouldn't of moved? Glad you got it all worked out.

If you search the forum, you will see that Dave has a really nice write up on the MVI-50P. I am planning a panel upgrade this spring and I looked at the MVI-50P, the Auracle CRM- 2100, and the JPI 930. I have decided to go with the MVI-50P because of: How configurable it is to incorporate status other aircraft systems, I can keep most of the wires out of the cockpit, Dave's write up, how I can interface it with other aircraft systems, the new magnetic fuel probe options, and how patient/helpful their tech support staff has been with me answering questions during my decision process. I called JPI's tech support and I felt like I was a bother to them. Wondered what would happen if I had a real problem. I would figure out what you want to do, make a list of the things that are a must have and along with the things that are a nice to have, and start working on your concept of how you want it to work in your aircraft. Then see which unit meets your objectives.

Do you have an engine monitor so you can see the EGT of all 4 cylinders?

well then, perhaps he's just low on fluid. Mike, if tha tis indeed the case, would he have to bleed the flaps like the brakes?

Its not just an engine issue, its the installed engine in the airframe. This is an aircraft level test, not only an engine test. I could be mistaken but I think I remember reading somewhere that the M20 airframe (plumbing) caused the mogas to vaporize under certain conditions. Hence, no STC for a Mooney. If you look here you will not see a Mooney listed. http://www.autofuelstc.com/approved_engines_airfames.phtml

I dont know of any other method if your trying to bleed something alone. Works great and you get repeatable results. Works on wet clutches too.

I have accessed this site from multiple locations around the country (always on a PC) and have never had an issue.

thank you. its fixed

yup

same here

I'm glad you got it all sorted out. I think you're going to like your new governor.