Shadrach

I’ll take an opportunities to add an unsolicited opinion. I think the angle valve IO360 runs better timed at 25° BTDC. The benefits are more apparent at peak and lean of peak settings.

Perhaps some of the sentiment in my post can be attributed to my regret over the last few days that I was not more adamant when I mentioned the both fuel servo and that I thought he and his mechanic were “way upstream” of where where they needed to be. An intermittent power plant failure is a challenge. If the failure is determined to be fuel related, it would seem natural to start at the point of failure (the power plant) and work your way back. However, I fully understand that the fuel tanks are low hanging fruit and easy to inspect. I’ve posted pictures of the tank pick up screen before but Ive included a close-up below to make the point. Only fairly large particulate is going to be stopped by the fuel tank pick up screens. The fuel system on our Mooneys starts with a course screen, and the largest diameter tube in the system. As fuel progresses from the tank toward the fuel injector nozzles, the fuel will encounter finer screens (at the gascalator and fuel servo) and the inside diameter of the fuel system plumbing gets smaller and smaller. Now, I think it’s highly unlikely that sediment and debris blocked fuel flow through the pick up screen of both tanks. However, if I did see evidence that contamination was the issue, then I would absolutely assume that everything downstream had also been contaminated. The simplest way for me to put this is that I can envision no scenario where debris in both of the tanks would cause repeated engine failures yet leave the rest of the fuel system airworthy. I wish I had said as much to Fred.

Rather short operator’s manual associated with the 1965 M20E. The only 150 mph reference I find it for Maximum Structural Cruising Speed.

We can guess, but it’s not known for sure that fuel contamination or even the fuel system in general, was responsible for this engine’s recurring power loss issue. Unfortunately, the previous statement was also true prior to the fateful flight. I think it’s important to recognize that the diagnosis of a malfunction associated with critical system must be holistic. If part of the fuel system is found to be contaminated, then the whole system needs to be inspected and decontaminated. AvStar will overhaul an RSA5A1D fuel servo for under $2K. One can never be absolutely, 100%, sure that everything is functioning exactly as it should but…and I say this reverence for the loss associated with this crash…there could have and should have been a much deeper dive into troubleshooting the malfunctioning powerplant

Not a lot of friendly terrain in the area. I don’t always do it , but I try to familiarize myself with off airport landing spots around unfamiliar airports so that I don’t have to think about where I am going to put down while troubleshooting a low level emergency. Sometimes there just aren’t any good options.

Her post was absolutely heartbreaking…

Most any mechanic willing to do such an installation is going to require a DER’s blessing to approve it. Wings have part numbers. Substituting one part number for another constitutes a major alteration.

you might be able to find it in the waybackmachine by copying the link from your notification and pasting it in to the waybackmachine search box.

I wish I could tell you but I can’t because the adapter predates my ownership.

I guess it depends on whether you want a remote or accessory case mounted filter. I have the Donaldson adapter. Donaldson Spin On Oil Filter Adapter - 204418-156 | Aircraft Spruce ® Pros: Does not further clutter the firewall. Should not need new hoses. Inexpensive Cons: Challenging to change the filter with no spills. Further clutters an already tight area of the engine.

I did not see the prop either. The media reports say that witnesses did not hear any engine noise, just a loud "thud". It was not a good day for flying on the east coast. I had to fly that day and was in continuous, moderate turbulence for the duration of my round trip. Low level winds were in the 40s, surface winds were in the 20s gusting over 30. I was only flying because I had a good reason. It was borderline miserable enroute. First time in quite a while that I felt compelled to slow down because of the turbulence. Challenging day to manage a low altitude emergency. Not the kind of weather that lends itself to gentle, nuanced, control inputs; it was the kind of day where the stall-horn sometimes bleats in the pattern at speeds over 100kias.

I don’t think he pulled a gun on the ANN editor and Chief. That conflict occurred over the phone. The incident involving the gun was between Gryder and an airport resident named Tracy Wallace. Mr. Wallace appears to be a bit of a hot head as well, with previous charges connected to physical conflict. Looks to me like two D-bags got together and tried to out D-bag one another. It appears that Dan was triumphant

I won’t speculate as to the cause of this crash. I am quite sad about the whole thing.

I am more concerned with the appearance that the plane was not climbing. He gained no altitude in 30 seconds of ADSB data.

I replaced mine at about that age. They were minimally compressed. They were also still quite flexible. Where they showed their age was in cold temperatures. I jacked the plane up in February and they took nearly a half hour to fully expand. I haven’t jacked up the plane in cold temperatures with the new ones for fear of being disappointed that the difference in performance is minimal. The reason mine were not replaced earlier is because they continued to pass inspection per the maintenance manual. I finally replaced them on general principal because it was embarrassing to have shock discs in service that dated to the Johnson administration. If I’m honest, there’s zero difference in feel from the cockpit. 45yrs old vs never installed/new:

Easy mistake to make. I’m a bit of a car/Porsche geek so that’s why I caught it. Not trying to be pedantic, I just thought it was relevant to the discussion about the conversion. As far as I know, the TSIOL-550 is the only liquid cooled powerplant ever installed on the M20 airframe and it required some fairly involved modifications.

I don’t believe that the M20L was liquid cooled from the factory. The power-plant was the same as the one in the mid 80s Carrera 2, which they offered as a one year lease with the purchase of a new M20L. Porsche did not make a production, liquid cooled, flat six until 1996 when a 2.5L liquid cooled H6 was introduced in the original Boxster.

From your manual: CAUTION 3: DO NOT ATTEMPT TO PUMP MORE THAN 1 FL. OZ. (30 ML) OF GREASE INTO THE LUBRICATION FITTING. USING MORE THAN 1 FL. OZ. (30 ML) OF GREASE COULD RESULT IN OVER SERVICING OF THE PROPELLER. VERIFY THE OUTPUT OF THE GREASE GUN BEFORE SERVICING THE PROPELLER. CAUTION 4: OVER LUBRICATING AN ALUMINUM HUB PROPELLER MAY CAUSE THE GREASE TO ENTER THE HUB CAVITY, LEADING TO EXCESSIVE VIBRATION AND/OR SLUGGISH OPERATION. THE PROPELLER MUST THEN BE DISASSEMBLED TO REMOVE THIS GREASE. (8) Pump a maximum of 1 fl. oz. (30 ml) grease into the lubrication fitting, or until grease emerges from the hole where the lubrication fitting or hole plug was removed - whichever occurs first. What you've posted and what the manual says are not quite the same. Based on your comments, I don't think that you understand that there is no seal on the hub side of the blade bearing race. I have seen multiple prop issues on multiple airplanes from overservicing. Hopefully, you did not really "fill it up" as that will cause the blade seals to herniate when the piston is actuated. If you think that you can "even out" the grease by pumping both sides until it pushes out the other zerk hole, you are mistaken. Grease pushed into the prop bearing race can migrate out of the race on the hub side before getting to the rear zerk fitting hole. This is why they limit servicing to 1 fl. oz. I hope it works out for you! The Georgia weather may have helped you dodge a bullet as the grease is less viscous at higher temps, so it may have pushed out the back before overfilling...

Just as an aside. Vibrations in the cockpit are not always directly related to propeller balance. I was recently dealing with a minor vibration in cruise and a pronounced vibration any time the prop was driving the engine. This was due to some movement in the position of my exhaust pipe and it's hanger. The pipe had migrated ever so slightly in the ball joint causing the hanger to just kiss the firewall. This caused an almost undetectable harmonic in cruise, but at low power with the prop driving the engine, the mounts compressed just enough to increase the contact between the hanger and firewall. It was very noticeable and I had to fully inspect everything ahead of the firewall to catch it. Such a small thing but it had a huge effect on N, V, & H. Make sure that everything firewall forward is tidy and secure with no rubbing or interference.

Did Cody tell you to do that?

We had a mid-air at FDK in 2014. A Robinson R44 and a Cirrus SR22 collided in the pattern. The R44 was ascending and the SR22 descending on downwind. The main rotor took out the landing gear on the Cirrus. The Cirrus occupants walked away after a CAPS deployment. R44 had no survivors.

I think it may be leaking at higher vacuum levels. It seemed to operate fine on the ground prior to being disabled. In the air I needed full, right roll trim to sustain level flight.

My PC is INOP right now after being trouble free for years. I sent out the T&B for overhaul and replaced all hoses with 27073. It worked ok when returned to service but seemed to favor left turns. It gradually become worse and worse so I disabled it. Perhaps the whole problem is that there was a misfire on the correct tubing. I’m going to replace it all with 27043 this weekend and see if that clears up the problem. You may have just helped me solve the mystery.

I was advised by a Brittain employee to use Gates 27073 1/4” ID. The surgical tube style tubing that I used to buy from LASAR would dry rot inside of five years. It never failed mind you, but it looked terrible. I’m two years into the gates tubing and it’s holding up very well.

I am curious; why would you want to do that? The strongest selling point of vintage machines is their simplicity and lighter empty weight. @Ragsf15e and @hammdo does the electric trim with the GFC500 actually spin the jackscrew and trim the whole empennage or does it just allow for electric manipulation of the elevator position?