Bill_Pyles

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About Bill_Pyles

  • Rank
    Advanced Member
  • Birthday 09/08/1956

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  • Gender
    Male
  • Interests
    In addition to flying, I race "shifter karts" all over the country on sports car tracks. Most shifter karts use an Italian tubular chassis and a 6-speed 125cc motorcycle engine such as a Honda CR125. We race at such varied courses as Firebird Raceway and Inde Motorsports here in AZ, Willow Springs, CA, Mid Ohio, Barber Motorsports, AL, Road America, WI, Summit Point, W VA to name a few.
  • Reg #
    N239SW
  • Model
    M20J

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  1. I have a 530W and GTX345 out/in and Century 21 AP in my M20J. (I know I will eventually have to upgrade the AP). I want to get dual G5s. 1) Will I get traffic on the 530W or have the same problem described above with the 430W? 2) Will I still need the vacuum pump for any reason?
  2. Thanks to all of you. Based on the information you've shared (and my own experience with car tires and racing tires) I will ask a mechanic to rotate the tires on the rims, hoping he/she won't object due to liability or fear. Attached are photos of my plane and tires in question. Obviously, I've flat-spotted the right one. --Bill
  3. Mooney main landing gear is rigged such that the wheel/tire assembly has positive camber which causes the outside of the tire tread to wear faster than the inside. Is there any reason the tires cannot be rotated on the rims so as to extend the life of the tires? I realize some tires have a rotation direction and shouldn't be reversed, but if the tires can rotate either direction does anyone rotate their tires?
  4. I recommend Paul Beck at Weep No More in Willmar, MN 320-295-1671. Had my M20J tanks sealed six years ago and they are still leak-proof. Worth every penny.
  5. You may very well have a ground wire that is attached to something corroded or rusty, as I did. The rust increases the resistance and increased resistance shows up as a higher pressure indication.
  6. Here's what happened yesterday: I flew the plane 30 miles from LVK to SCK where Top Gun is located. On this hop, both the stock gage and EI read normal, with the EI showing 82 PSI. We cut the filter apart after four hours of flying and it was pristine--not even carbon flecs. Turns out the transducer for the stock gage was mounted and grounded to one of the engine mount tubes. Whereas whoever did this did scrape most of the paint (or powder coat) off the tube, the tube had some rust on it and the x-ducer mount (just a thin metal strap) was not completely tightened on the tube. Since the gage is sensitive to the quality of the ground, we proved that increased resistance i.e. grounding through rust/paint caused the gage to occasionally read high due to the higher resistance. Joe at Top Gun (great guy) ran new ground wire to the firewall and he also re-grounded the transducer for the EI gage. I flew the plane back to DVT (in 3:35 due to a little push) and both gages performed flawlessly and with no weird deflections. When the oil temp got over about 205DF, the OP went to 77PSI. When I cooled the oil to 190, the OP when back up to 80-82. So...I learned something about my plane, I believe I now have two functioning oil pressure gages, and I have confidence that the seemingly high pressure reading was caused by nothing more than variable resistance due to a poorly installed grounding scheme for the stock oil pressure transducer. I should have taken photos for y'all.... Thanks everyone for chiming in. Bill
  7. I don't have any answers, but I do have an experience to relate from yesterday, June 14. I have a 1980 M20J and I changed the oil and filter last Friday, and yesterday I flew from my home base, Phoenix DVT to LVK in northern CA, about a 4 hour flight. I cruised at 8500, 23 MP and 2460 RPM. On two occasions, the first occuring after an hour of flight and the second occuring at 2.5 hrs, I got a slow rise in oil pressure (indicated by the original analog gage) into the yellow. In both cases I reduced power and RPM and the oil pressure gradually returned to the middle of the green, where it usually runs. In neither case did the oil temperature rise with the supposed rise in oil pressure. I also have an EI gage but the oil pressure on reads either stupid numbers such as 0 PSI or 22 PSI, or it sometimes reads expected or normal values such as 75 or 80 PSI. In neither case where the analog gage indicated high pressure did the EI gage also indicated high pressure. The EI gage always either reads "normal" number steadily or it reads "stupid" numbers such as 0 or 6 or 17 PSI, erratically. I have spoken with Mark Roush at Top Gun and Don Maxwell and they both said I should cut the filter open to check for metal. Mark said the worst case scenario is a crank bearing has spun, blocking the oil feed holes and causing a pressure rise. I don't see how a bearing would spin so the holes are out of alignmenent and then re-align for an hour or more of flying. In reading Mooneyspace I see theories of the pressure relief valve sitcking, but I think it would be more likely to stick open than closed which would cause a drop in oil pressure. Since almost a year has passed since the last post in this thread, does anyone else have any theories or stories that may contribute to the body of knowledge on this topic? Bill
  8. My needle position looks the same as the one in your photo. I had Top Gun in Stockton, CA test the pressure in my J and they said my gage read abouot 2-3 needle widths low, and that my actual pressure was "normal."
  9. All, Thanks for the input. On the issue of the class Delta airspace "disappearance" from the #1 Nav page, all I had to do is click Ent twice and the Delta re-appears.
  10. I have an M20J that I keep at KDVT in Phoenix, but my question is not necessarily Mooney-specific. I keep the Jeppesen database up to date in my G530W, but everytime I fly over the Phoenix Class B airspace southbound over Squaw Peak I get a message the the GPS navigation is lost and to use another navigation source. The moving map ceases to function for a few miles and then comes alive again. I will occasionally ge the same message in other parts of AZ and CA, but I always get the message in the Phoenix Bravo. Anyone have an idea what causes this? The other G530W weirdness is I used to be able to see the class D airspace on Nav page one, but now I have to go to page two to see the Delta airspace. What is up with that? Any ideas would be appreciated.
  11. I moved to AZ from the bay area, but I take my M20J to Top Gun in KSCK (Stockton) and they do good work.
  12. I departed ABE last Sat with my brother who had never flown with me and and about 1000 feet AGL, the engine went rough and felt like it was going to shake itself loose, so I did all the usual stuff like switch tanks, full rich, mage check etc and of course the roughness continued, so I returned to the field and landed. I did a run-up and the #4 cylinder was cold for EGT and CHT so I cleaned out the injector and it ran fine and my trusting brother even went with me on the test flight, which was fine. Over the next three days I flew back to AZ with no issues. The annoying thing is that this is the third time I have had a clogged injector in about 18 months. One of the other times I aborted the take-off on the ground roll and the other time I had just gotten into the air, and landed on the runway when the engine started running roughly. I am wondering if there is something in the system that is occasionally shedding debris the clogs the injector. I had the tanks resealed by Weep No More three years ago when I bought the plane, so the tanks were thoroughly cleaned at that time. Usually the debris is black, but this time there was some yellowish stuff that might have been plastic. Any ideas?
  13. Hot start procedure: Throttle full Mixture idle/cut-off Starter--engage Simultaneously....retract throttle, enrich mixture and the engine starts. (this is where a third hand would be helpful)
  14. This is for my J Emergency descent--gear down Power---idle Airspeed---161 Gear---down Airspeed---190 Flaps---up Cowl flaps---closed Power as required to maintain 300 DF CHT
  15. I had a similar issue on my J. At pre-flight the stall warning horn would just stay on. The fix was to enlarge the aperture through which the tab protrudes so the switch can fully open (tab goes down). Somehow in the 34 years of the airplane's life, the stall switch location must have moved relative to the aperture in the leading edge of the wing. Atlantic at KDVT fixed it for me.