moodychief

Quote: The-sky-captain

Quote: 201driver moodychief, may i ask where u r based.

She has already laid out the specs that it can't fly any slower than what we have and cost no more to fly or maintain. That leads me to believe she wants me to get a bigger and faster Mooney.

Finally heading to Wilmar on Monday to drop my M20C off to get the fuel tanks resealed!!! (woo-hoo!) I'm looking forward to the 644 nm trip! My wife made a comment the other night that if this didn't get rid of the fuel smell I better start looking for another airplane. Things that make you go...hmmmmmmm!

Maybe corrosion? It is registered in Boca Raton. I couldn't find any reports on it. Flightaware is showing it last flown on a flight plan on 3 May 09.

Aircraft Report for 201ME Insert Tail Number (do not include the "N" prefix): - Aircraft Registration - SDR Information - NTSB Information - FAA Information - FAA's Document Index files Database Update Cycle Aircraft Registration: Last 04/18/11 (weekly cycle) SDR: Last 04/18/11 (weekly cycle) NTSB Data: Last 04/18/11 (weekly cycle) FAA Accident: 04/18/11 (weekly cycle) Aircraft Information Owner Type: Individual Owner Name: TAMULIS WALTER W City: NAPLES State: FL Zip: 34102-1536 Country: US Fractional Owner: Aircraft Type: Fixed wing single engine Model Year: 1977 Airworthiness Class: Standard Transponder Code: 50313322 Serial Number: 24-0166 Aircraft Model: 5870219 Last Action: 2009-05-19 Cert Issue: 1984-11-20 Status: The Triennial Aircraft Registration form was mailed and has not been returned by the Post Office Aircraft Mfg: MOONEY Aircraft Model: M20J Category: Land Amateur: No Engines: 1 Seats: 4 Weight: CLASS 1 Cruising Speed: 126 Engine Mfg.: LYCOMING Engine Model: I0360 SER Fuel Consumed: 0.00 Horsepower/Thrust: 180 Service Difficulty Report (SDR) Information No Service Difficulty Reports Found NTSB Accident Information No NTSB Accident Reports Found FAA Accident/Incident Information #FAA1 Accident/Incident Occurred on: 1990-09-30 Narrative: ALTERNATOR LIGHT WARNING DURING ROTATION. SMELLED FUMES. ABORTED AND LANDED ON SAME RUNWAY GEAR UP. FAA's Document Index files Nothing listed in the FAA Document Index

I just lost a girlfriend to this problem. Thankfully I am young and from now on date #2 will be going flying! It's hard when the person you care about the most doesn't care for what you do, well that was my situation. If she supports you thats awesome. And I know im young, so if any of you have mid 20's daughters that are cute & single....I'll send a picture of my plane! haha « Last edit: May 15, 2011 8:10 AM by piperpainter» Bryan Painter Mooney 65 M20C Owner/Pilot Bryan, Would you consider 22 as mid-20's? My daughter turns 22 in September. She loves to fly any chance she gets. We have put a lot of cross country miles on our C-model. I've seen pictures of your airplane. Did you take all of the pillows out before snapping the photos? Our C-model has pillows on every flight in which my daughter quickly puts to use after the landing gear is stowed. She is thoroughly rested when reaching the destination. With her being 5'2", she could fully utilize your flip down seat to make a full size bed for any lengthy trips. Had I known you were single, you could have made a weekend trip to Fayetteville AR on your recent TDY to Altus. Does your plane have XM radio?

Database Update Cycle Aircraft Registration: Last 04/18/11 (weekly cycle) SDR: Last 04/18/11 (weekly cycle) NTSB Data: Last 04/18/11 (weekly cycle) FAA Accident: 04/18/11 (weekly cycle) Aircraft Information Owner Type: Corporation Owner Name: BRANSON AVIATION LLC City: FORSYTH State: MO Zip: 65653-0100 Country: US Fractional Owner: Aircraft Type: Fixed wing single engine Model Year: Airworthiness Class: Transponder Code: 50053146 Serial Number: 2605 Aircraft Model: 5870208 Last Action: 2010-04-20 Cert Issue: 2007-04-13 Status: Triennial Aircraft Registration form was returned by the Post Office as undeliverable Aircraft Mfg: MOONEY Aircraft Model: M20C Category: Land Amateur: No Engines: 1 Seats: 4 Weight: CLASS 1 Cruising Speed: 127 Engine Mfg.: Engine Model: Fuel Consumed: 0.00 Horsepower/Thrust: Service Difficulty Report (SDR) Information #SDR1 Report Date: 2006-02-28 Occurrence Date: 2005-03-14 Aircraft Name: MOONEY Aircraft Group Code: M20 Aircraft Manufacturer Num: 2605 Engine Mfg.: LYC Aircraft Type Certificate: 2605 Engine Model: O360A1D Propeller Mfg. Name: Propeller Model: Carrier Code: Operation Type: G Failed Part Information Name: IDLER GEAR Aircraft Location: ENGINE Condition: DAMAGED Model: Manufacturer Name: Total Time: 3560 Manufacturer Num: Since Overhaul: 1639 Manufacturer Part Num: 75072 Jasc Desc: Reciprocating Engine Power Section Segment Desc: ENGINE Severity Desc: Stage Desc: NOT REPORTED Submitter Desc: MECH Procedures: OTHER Conditions: OTHER Remarks: ENGINE FAILED IN FLIGHT PRELIMINARY INSPECTION REVEALED CAMSHAFT AND ASSOCIATED CRANKSHAFT IDLER GEAR WAS SEPARATED FROM CRANKSHAFT DRIVE GEAR IDLER GEAR SLOWS EVIDENCE OF DAMAGE TO DRIVE TEETH. UNABLE TO DETERMINE AT THIS TIME WHETHER THE CAMSHAFT OR LT MAGNETO DRIVE WAS RESPONSIBLE FOR IDLER GEAR DAMAGE AND ENGINE FAILURE. (K) NTSB Accident Information No NTSB Accident Reports Found FAA Accident/Incident Information #FAA1 Accident/Incident Occurred on: 1978-11-06 Narrative: PILOT FAILED TO EXTEND GEAR BEFORE TOUCHDOWN. #FAA2 Accident/Incident Occurred on: 2005-02-08 Narrative: (-23) 02/09/05-ON SCENE INVESTIGATION CONDUCTED OF ACFT INCIDENT. 02/08/05 @ 1645 MOONEY, N1202X, M20C, WAS ENROUTE FROM N52 TO RUQ AND LOST POWER AT APPROXIMATELY 2,500 FEET AGL AND LANDED GEAR UP IN A CORN FIELD APPROXIMATELY 2 MILES SOUTH OF ROCKWELL, NC. ONLY VISIBLE DAMAGE WAS TO THE PROP, BENT TIPS SLIGHTLY, AND BELLY ANTENNAS TORN OFF. NO OTHER DAMAGE WAS NOTICEABLE. ACFT TO BE MOVED TO SALISBURY AIR SERVICE FOR TEAR DOWN. 02/24/05-THIS INSPECTOR SPOKE WITH THE MECHANIC WHO HAS PERFORMED AN ON SCENE INVESTIGATION OF THE AIRCRAFT AND MECHANIC STATED THAT HE TOOK THE VALVE COVERS OFF AIRCRAFT AND THAT THE VALVES WERE NOT MOVING WHEN ATTEMPTED TO TURN ENGINE OVER, INDICATING A POSSIBLE CAM SHAFT BREAK. ACFT IS STILL AT THE FIELD WHERE IT CRASHED.

Moultrie Georgia (KMGR) is a great place to stop for fuel as they are the cheapest in southern Georgia. They also have a courtesy vehicle you can use to go into town. Moultrie is located about 40 miles north of the Florida border.

Bryan, I have a vehicle parked at KPLK if you are interested in visiting Branson, MO. I am flying up and back tomorrow but am not planning on using it after tomorrow for the next 2-3 weeks.

Have you ever been to Branson? It is a little over 300 miles.

It looks like the FAA is making headway on the aircraft registration database. I have been checking my on-line information for the past few months. Today, they actually have an expiration date for my aircraft registration. You might want to check your registration because if for some reason you don't get reregistered by the deadline, your N-number is cancelled and that N number cannot be reissued for 5 years. Here is the website link for reregistration. http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/

My wife and I started calling our Mooney "Jezebel" because I sneak off to spend time with her.

I just finished a trip from Little Rock area to Moultrie Georgia to Savannah Georgia to Moultrie Georgia to Destin Florida back to the Little Rock area accumulating almost 11 hours of flight time and the generator is running fine. This puts Jezebel at 15 hours of flight time (and about 1 hour ground run-ups) since we flashed her generator.

Mitch, I forgot to say, I didn't see any disrespect. I see passionate people putting their minds and experiences together to help others learn their machines. Sometimes you learn more on these forums than you can get out of local mechanics. (No disrespect if you are a mechanic!)

I have the old mechanical Delco Remy voltage regulator. We tried flashing it before starting the engine with no success. That is when we decided to try it with the engine running. I agree about the safety. That is why I let the A&P do the flashing while I was in the cockpit on the controls.

To polarize the generator, take the cover off the voltage regulator. There are three terminals: Battery, Generator (or Armature) and field. To polarize, start the engine and take a jumper wire to touch the Battery and Generator terminals creating a brief spark. This will polarize the generator. When we flashed mine, the output went from about 1 volt to 13.89 volts instantaneously. I did extensive testing with different power settings on the ground before embarking on my trip to St. Louis (from Little Rock) and was seeing from 13.4 to 14.5 volts starting at 1400 rpms.

I had Dawley do mine in November during annual and I have the same comments. For a rebuild it looked like they replaced everything and it looks brand new.

You didn't mention what year you have. Last week I happened upon on-line service and maintenance manuals for Mooney's 1962 through 1967. The electrical system, diagrams and electrical component lists are in Section 8. Google search for "Scribd Mooney manual" and it should take you to the link.

Check my posting on "Don't throw your Generator away!" and see if it sounds similar to your problem. How old is your battery? I use a Concorde in my '63 C model.

Piperpainter, I have heard great things about alternators. I'm glad your experiences are positive. m hangared at a GA airport where there is no long taxi times. Before shut-down, I usually run 1700 rpms for a couple of minutes with mixture leaned to reduce any chance of carbon build-up on the plugs. I basically kill two birds with one stone. When this generator needs replaced I may look at an alternator. Right now, why spend the money if you don't have to.

I discovered something that I felt other mooniacs need to try before replacing their generator. I have a '63 C model with a Delco Remy generator and Delco Remy voltage regulator on the firewall. When I bought my Mooney there was an extensive pre-buy and annual performed on her since she was over 6 months out of annual. A brand new battery had been installed. Two months (and 20 hrs) later I was having problem with the battery keeping a charge. Most of my flights were during the day so any slow battery drain was not noticeable. The maintenance shop thought it was a bad battery and replaced it under warranty. Several weeks later I noticed the same problem and took my plane back to the shop. They tested the generator and said it needed to be replaced. I didn't have a problem replacing it as it had over 800 hrs on it. Fast forward to 2010. My plane went in for an annual and was grounded for three weeks while waiting for exhaust rebuild. Six weeks after picking it up from the annual I was doing a quick night flight for a VOR check. When I turned on the landing light I noticed immediately I was running on battery. As soon as I got to the hangar I put the battery on the charger and was down to 20%. This meant I had been draining my battery over several flights. Upon looking at my ammeter I noticed it wasn't zeroing out when the power was off. Calling on local mechanics, I couldn't find ANYONE with extensive generator experience as they all said it sounded like it needed replaced. I finally found someone willing to come out and help me troubleshoot even though his generator experience was limited to a Harley Davidson. During troubleshooting we started at the electrical bus and worked towards the generator. Everything checked out so it was determined it was the generator. Not convinced that my generator with 250 hours had gone bad, i asked the mechanic if we could hook a meter to tell if the generator was putting out anything before deciding to replace it. I also suggested we try to polarize it since we didn't have anything to loose and several labor hours and a generator to gain. Neither of us knew if you had to flash it while the engine was running or not. We flashed it without the engine running and started it up. The meter was showing some voltage but the longer the engine ran the weaker the voltage reading was. When I gave him a thumbs down, the mechanic carefully made his way to the firewall and flashed the regulator again. EUREKA!!!! Immediately the meter jumped to 13.89 volts. I tried several settings and was even getting 14 volts at 1400 rpm. I shut it down and restarted to make sure it wasn't a fluke and got the same results. Went the next day and did extensive run-up with everything turned on and was getting EXCELLENT voltage! Today I made a 4 hour round trip to Saint Louis and was 10-20 amps on the ammeter the entire trip. LESSONS LEARNED: 1) Old mechanics that know all about generators are hard to find; 2) Pay attention to what your ammeter reads when no power is going through it; 3) Be involved in the troubleshooting...you may ask a question that results in trying something different that resolves the situation; 4)If you can't find an old, knowledgeable mechanic, find a younger one that is willing to listen and learn with you. I never would have been able to save my generator without his troubleshooting skills and willingness to approach the front-end of an airplane with the engine running. 5) Length of time at annual or something done at annual (maybe momentarily disconnecting battery) can depolarize your generator. Although mine was putting out voltage it was only enough to allow a slow draining of the battery. Sorry for telling this long story but hopefully it will help at least one Mooniac in saving money and downtime.

6 hours 15 minutes (813.4 nm). Valdosta GA to Destin FL (shrimp stop); Destin FL to Fayetteville AR; Fayetteville AR to North Little Rock AR; North Little Rock to Benton AR.

I have owned my '63 C model with manual flaps and manual gear for 3 1/2 years. Other than basic annual costs, I have spent less on maintenance than my automobiles. I've replaced a generator, vacuum pump (had 800 hrs on it) and had the exhaust rebuilt this year. We have never had to postpone any trips due to maintenance issues. I average 85-100 hours per year on cross country trips. I normally fly 10,000-11,000 with full throttle. My last trip from Arkansas to Georgia she burned 7.9 gph. Other than the space in the back seat the F model has I think I have a near perfect traveling machine. Of course, 99 percent of the time it is just my wife and I. The C model is a great traveler for two people with all they want to carry and can keep in sight of the F model.

Let them know if they need a safety pilot to get in touch with me. I have a 63 C-model and live in the Little Rock area.