Lrn2Fly

CFI / II / NAFI Master CFI Western North Carolina (Macon County 1A5), north Georgia M20C, E, F, J, K, L, M, R, S G1000, GFC500 & GFC700 autopilots, GTN650/750

We received the mags back from QAA in Ft Lauderdale, and installed them in the E model yesterday. They went in perfectly, and on startup, the engine fired up on the 2nd blade. The internal timing was set correctly. We did not open up the mag to inspect the rotor cap, as this would have voided the warranty (we had both mags overhauled), so we can't say what kind of metal/parts were installed for the SB. By the way, we can highly recommend QAA for this service.

We just removed the mags from my '66E to get this SB done. Sent them in on Monday to QAA in Ft Lauderdale. I will update this thread when I know something. However, before we removed them, we checked the timing and found that one was spot on, but the other one was about 4 degrees off, i.e. was firing at 29 degrees BTDC. This was a real concern as it could have aggressively introduced mayhem to the engine. Since installing these mags 600 & 400 hours ago, we have had to change the points and the internal cam due to their uneven wear, as per Champion's earlier problem. The new points and cam really did fix the starting problem I had several years ago, to the point of not even thinking twice about a hot start anymore. Cold starts were 2-4 blade events as well. (The mags are being overhauled, not just having the cap replaced.) Let us hope that Champion will finally resolve their mag problems once and for all. Until later, gang.

Did a transition training flight for a very nice guy who just bought a '76 "F" model, and I ran into something that grabbed my attention. This plane had a few non-typical Mooney items such as quadrant controls and plenty of additional unmarked switches. However, the stall strips on his plane (one/side) are located halfway out the wing on the leading edge, not in the traditional location near the root. I've flown every type of Mooney, but I have never seen this configuration before. Is this something the factory did that year, and if so, is there any documentation out there on it? The stall series I put him through did not reveal anything abnormal for a typical Mooney, but the stall strip being so far away from the root really caught my eye.

To all interested parties, the 252 is under contract. Thank you all so much for your interest and concern for Carol.

A very good friend of mine passed away several months ago, and his widow is wanting to sell his wonderful -252. This was the 200th -252 that Mooney produced. It has a newly overhauled engine with just 10 hours on it, a nice leather interior, and a panel full of toys. Please contact me offline for more information and pictures. The plane is located in Central Florida and ready to find a new home! Sam Lindsay 941-209-2322

Carusoam: The new owner is a young man with low time, just got his license last year. He has his complex endorsement and 10+ hours in the plane now, with me. Technically he is legal to fly according to his insurance. He really just needs an experienced pilot or CFI to sit right seat for several hours to ensure he does things right. The training I provided him was mostly the cross country flight so he did not get as much traffic pattern work that he needs to practice his new skills.

I helped a young fellow get his new plane, a '68 C model up to New Jersey last weekend. We flew from Florida without incident and landed at Greenwood Lake Airport (4N1) where he is based. He had a flight instructor he was working with, who has now gotten his dream job and is no longer available. If there is someone in the northern New Jersey area who is available to help this guy out please call (201) 370-6232 (this is his direct number) Thanks all... Sam Lindsay, CFI '66 Mooney E model "Matilda"

I helped a young fellow get his new plane, a '68 C model up to New Jersey last weekend. We flew from Florida without incident and landed at Greenwood Lake Airport (4N1) where he is based. He had a flight instructor he was working with, who has now gotten his dream job and is no longer available. If there is someone in the northern New Jersey area who is available to help this guy out please call (201) 370-6232 (this is his direct number) Thanks all... Sam Lindsay, CFI '66 Mooney E model "Matilda"

I helped a young fellow get his new plane, a '68 C model up to New Jersey last weekend. We flew from Florida without incident and landed at Greenwood Lake Airport (4N1) where he is based. He had a flight instructor he was working with, who has now gotten his dream job and is no longer available. If there is someone in northern New Jersey who is available to help this guy out please call (201) 370-6232 (this is his direct number) Thanks all... Sam Lindsay, CFI '66 Mooney E model "Matilda"

The button on your yoke has 2 functions - press it to temporarily disable the PC, or pull the button out about 1/4" or so to keep it disabled. The vacuum pump runs the entire system. There are 4 servos that are vacuum operated - one per wing, and 2 in the back for the rudder. There is the gyro above your left knee that detects turn, just like your turn coordinator. It directs each servo to either pull or release pressure to the airlerons and rudder to keep the plane flying level. You also have the trim wheel on your yoke to make fine adjustments, which merely balances the vacuum to the 4 servos. When it's working, it's a pretty simple system. When it isn't working correctly, it is a real pain and must be fixed.

+1 on Bob's post. Takeoff FF should be 18.5 gph at sea level. If you climb at 25"/2500 rpm, typical FF is 13.5 gph when properly leaned for 200' rich of peak. If you do not lean, your FF will be more like 14.5-15.5 gph in the climb. In cruise, at 24"/ 2400 rpm and 100' rich of peak, you will be using 10.5-11 gph. At 24"/ 2400 you should be running 100' rich unless you have an engine monitor. Once you are above 6000' MSL, your engine is no longer able to generate 65% power, so you may lean more aggressively until the engine gets rough, then richen until it is smooth again. At this point, you'll be using about 8.5 gph in your sweet spot altitude range between 6000 and 9000'. With an engine monitor, things change a bit, especially down low, but for your flight planning, these numbers will serve you well.

Classic symptoms of an intake leak on #4 tube. Sometimes it's there, sometimes it's gone. Depending on manifold pressure, atmospheric pressure, and mechanical security, the EGT will act sporadically and frustrate the troubleshooting efforts. But the core symptoms point at either too much air or too little fuel on one cylinder. Since you're flying a C model, that rules out injectors. The easiest test to do is a lean range test - at 2000' and 23/2300, pull the mixture. There should be at least a 200' rise on all 4 cylinders before they peak. If one cylinder peaks well before the others, and does not have a healthy amount of rise, it's not getting enough fuel OR too much air. Have you put a socket on the intake tube bolts and check for security?

Jim I'm a CFI in The Tampa area. I have an E model with the manual gear and have given plenty of transition training to pilots heading into Mooney's for many years. 941-209-2322 cell

Major exhaust leak, cracked plug cap, frayed plug wire. And we're not grounding the airplane immediately, why? I think I'd find a new mechanic!

Hi Mike Bob knows me well and actually likes it when I push the limits. When I got the JPI-930 in the panel, I drove him crazy with all the little problems you discover when you add an engine monitor. But we have a great time troubleshooting things like alternators and oil temps, and we both learn from each other. He's a super knowledgable Mooney guy. In fact, he showed me how to fly Mooney's many years ago, and we've had a great time ever since. Hope you're doing well - guess we keep missing each other at the Florida Group flyins. Take care!

The cylinders have found a new home. Thanks for all the interest and comments.

Cylinders have found a new home. Thanks for those interested.

Shadrach - We replaced the cylinders 369 hours ago when 2 of the old cylinders were found to be defective for various reasons, so we replaced them all at once. The old ones had over 1100 hours on them, so I got my money's worth from them! It's now time to do the major overhaul based on years in service and total time on the engine, but if you don't replace the (good) cylinders, it's not considered a major overhaul, at least not in my book. Some could dispute that, but my maintenance philosophy dictates the over-the-top approach. Upon tear down, the camshaft and tappers were showing their age, but otherwise the old engine was looking very good. OK, hope that explains the sequence and why these cylinders are on the market. No gear up landings or other high drama going on, just an owner and CFI with a crazy habit of driving my A&P nuts.

How indeed - When one purchases a new engine for their 50 year old airplane!

I have 4 cylinders removed from my E model IO-360-A1A engine. They are Cerminil treated, each with 369 hours on them, all with good compressions and clean. Includes pistons, piston pins and caps. Instead of wasting them as core, I thought I'd offer them to the group if anyone needs a good set of cylinders. Private message me if interested.

I have 4 cylinders removed from my E model IO-360-A1A engine. They are Cerminil treated, each with 369 hours on them, all with good compressions and clean. Includes pistons, piston pins and caps. Instead of wasting them as core, I thought I'd offer them to the group if anyone needs a good set of cylinders. Private message me if interested.

This video was taken in west-central Florida, southeast of Tampa. Paul - please post your video of formation with the E model if available!

A video is worth a thousand pictures! The E model being passed is almost stock, except for the one peice windshield and the cowl closure, with a 1400 hour IO-360 engine. There are no other speed mods on this airplane. The K model was at 34" and 2500 rpm's, and our altitide was 2500' over central Florida. Above 5000', the K model would have been benefitting from the turbo charger and running away from the E model, much more noticeably, instead of walking away.

This is what an M20K model sees as it passes a '66 E model: The K model is at high cruise power settings, and the E model is at 23"/2400. https://www.youtube.com/watch?v=4KZeqLZ8_JM