Igor_U

Well, Supermarine S6 racing plane used wings and floats as radiator for it's liquid cooled engine. but's quite impractical in real life...

I would be concerned with this method as guys could push on a H-stab skin, off the spar and bend it. IIRC there was an issues with lifting C172 (possible damage to the Stabilizer) like that and those have much less weight on NG then Mooney. YMMV. As a student I was thought to lift and rotated C172 by pushing on the aft fuselage, not the stab. Wouldn't try on my Mooney (to heavy) and I use DIY tail stand (concrete in a tub). YMMV.

I also have Citizen Tokyo: http://citizenbike.com I't's inexpensive and ride is good if you are not too tall (I'm 6'4") but is it Steel and somewhat heavy. It fits through Mooney baggage door and I used it this past summer when I commuted to Work by plane over the Cascades.

PM sent.

That's not Cessna but Columbia! You wouldn't call a DC-3 a Boeing, would you?

Well, electric pump is working and engine monitor (EI CGR30P - taking reading after servo) is in the green as it should. We'll have a look further this weekend.

Skates, Go ahead, take them. My IA has a set and I don't really need them. Thank you.

Alan, How much do you want for them?

Bob, Just curious about the wire run to the SIM: Did your mechanic run it through the cabin and firewall or under the belly into the cowl? Thanks.

Interesting on reversing the mag 180 deg. I was there when it was timed at 25 deg: CYL 1 at TDC using the box and it was on the 25 deg mark on the flywheel. Mag was on it already. How would I know it's upside down? What I've noticed is LHS has label with p/n on top (and the P-lead attachment stud) while RH mag has label with P/N on the bottom, as well as P-lead stud. Is that how they come? I didn't have any pictures of Left mag before. So, if no red tooth, is it still possible to install it wrong? IA mentioned he marked the the wire set orientation before removal. Thank you all.

My IA installed a new mechanical fuel pump and had to remove Left Mag (Slick 4347). After all was installed back, engine wouldn’t start. Electric fuel pump would pressurize but no start and at the end we had some backfire (pooping). Battery and starter (Skytec) run good. It seems everything is connected right now. Originally Retard and P-Lead on LH mag were reversed. Before this I never had had an issue with mags and ignition. Shower of spark is making noise but we didn’t test (yet) per Don Maxwell’s article. What is the chance of SOS being defective if making noise? Seems left mag could be the issue if SOS is good (we’ll test it)? Mags are at 500h so now I’m at the crossroads, what to do. New Slick? Sending for OH or Surefly ignition? My current IA is not equipped to work on mags and would like to send out or replace. How hard is to diagnose faulty cap or retarding points? My thinking is replace left mag now if I have to (Slick or maybe Surefly) and next annual do the Right mag. Am I missing something? It could be just coincidence but I find hard to believe that just a removal of the mags would cause the issue… Thanks.

Is it? Perhaps at 60mph but not at typical RV cruse speed...

I had to look some pictures and must admit never really noticed that. Even the one below is not that clear - ideally it would be the best to have top view from POH. Empennage is clearly not with straight LE. Years ago when buying my plane, I was considering getting PA24 but FF with bigger 6 cylinder engine with not much of speed increase put me back into Mooney camp.

I like your panel setup with recessed G5s and I have similar layout planned. Do you know how is the lettering done? Engraving, sticking labels and then clearcoat? Thanks.

James, I had similar experience with ElectroAir; I've sent them an email with questions and never really got the right answer about replacing our Bendix push to start switch. We exchanged bunch of emails but from my previous work so I have no record of it. Could you please shear the schematics on MS? I would still be interested to install this switch when I upgrade the LHS panel. Thanks.

Skip, not quite. Piper has a straight wings while Mooney has forward swept wings (albeit small angle) in order to have "signature" straight leading edge. That gives Mooney spar a kink forward at the center section.

IIRC a lot of places wouldn't rent their planes if you don't have a FAA pilot licence so you might want to check for that. Also, years ago (early 2000s) there's was an accident in a rental plane over Bahamas that flew into cell and crashed and all S. Florida school's insurance changed and required IR. I am not sure if that ever got changed. Good luck.

Just Curious: How much they charged for OH?

I agree on this one. It's very hard to identify those as on my plane were inside bundled wire. Most were removed for CBs . One thing that REALLY freaked me out was most of avionics was protected by only Avionics master Switch-breaker. All of the wires were joined with long screw driven through all the ring terminals and "isolated" with electrical tape! Crazy! I cut the new panel and I've added a number of CB for current and future upgrade - and rewired existing/new avionics through CBs.

I spoke to EI support and they recommended testing the transducer. 100ps air pressure on the unit should result in 50mV between green and white signal wire. I'll have to check the connections again next time in hangar; it is possible I wiggled the wires when disconnecting the oil hose but it all looked very solid to me. I understand transducer can fail but this is only at the engine start - inflight pressure is solid.

No, previous fuel pump had 1100+ hours on it and would produce lower then normal pressure above 9-10k feet.

Fuel pump failure I have had at the end of the flight made me forget about oil pressure issue at the start up. After engine start, I had Zero oil pressure! BTW, EI CGR30P engine monitor and my IO360 A1A always indicates high (my IA suggests to leave it as is.) and that can be annoying as it’s just over 100 psi at the startup and engine monitor flashes red. I shut down after maybe 30 sec or so. Oil pressure sensor is on Firewall (engine side) as per EI install instructions. I’ve disconnected the oil hose and had to turn one or two prop turns for oil overflowing and re-connected the hose. Upon the engine start OP was instantly normal, around 100 psi as always when cold… No indication issues during 2+ hour flight. I don’t think this is a developing issue with oil pressure sensor but what can it be? Air in the system (hose going to the sensor)? This happened once before (a year ago) and was fixed the same way as this time. What do you gays say? Makes me go back to old gauge and “ignorance is bliss” method. Thank you.

I am sure tech will come up with various reasons why but I believe cost could be a factor mainly for simple upgrades when owners didn’t want to pay for extra time needed for clean install. We often hear here about quotes how much time is needed for certain job and often label that as highway robbery and the like. I’ve noticed some of your issues on my plane and while installing GTX335, I’ve decided for a new RHS panel layout and rewiring new CB and such. I’ve removed all unnecessary harnesses and cables to gain some useful load. One thing I’ve noticed is some original wiring terminated with plastic caps was in place for future installs and was never used… it went from CB panel to top of center panel by radios and I’ve used to run power for new installation. Wire was properly marked with Mooney p/n and was easily traceable as per schematics. My IA and I were pleasantly surprised with it. All of the cleanup work was done myself hence it didn’t cost me anything and I had a pile of wire and connectors for recycling. Good luck.

I flew a bunch of instrument approaches this weekend for my currency (never a problem in Seattle) and upon landing at KPAE I cleared the active and got taxi clearance in front of waiting Horizon E175 by the terminal. Engine stumbled and basically stopped while I was thinking I might need assistance and they'll be pissed for me blocking them. I manage to keep it going with electric fuel pump and taxi to the hangar. Engine is IO360-A1A with almost new Tempest LW15473. Pump was replaced less then 2y ago and has 98h! This should really not fail so soon. What are your experience and should I just ordered the same pump again? I've read about high fuel pressure on some Lycoming pumps and would like to avoid that, having EI CGR30 engine monitor that will be flashing and turn red. Also, what is the reasonable time to install these? I seem to remember it took a while last time as my IA had an access problem on my M20F. Regards,

OK, I'll say it: It's what market wants.