Shadrach

I did pilot and passenger side in an afternoon. As I recall, it was not that big of a deal. Probably helped that I had recent experience R&Ring the interior trim. If I recall correctly I fitted everything up with the bolt backwards. I then removed the belt bracket and used the bolt end to make a witness mark on the trim for drilling.

Both brake cylinders were rebuilt prior to this refill. I don’t think it’s the Paramount cylinders so much as how they are oriented as well as the plumbing. There are nearly flat, lateral bends in the plumbing which make bleeding a challenge. if there’s air in the flap system, I think it is harder to evacuate with the return adjusted for an 8-12 second retraction. The fluid needs to move with some velocity to take air up stream.

I must have misread your first post. I thought it was reproducible on the ground and in the air, but dependent on advancing throttle from a very low power.

Are there visible date codes on those Firestone discs? I'm guessing they’re original? There’s a reasonable chance that those are the last set of Firestones installed on any Mooney, anywhere.

I wonder is he tried to reject a gear up landing after the prop made contact with the runway and lost control. welcome back @1980Mooney

I would have a maintenance professional carefully inspect the motor mount.

Completely plugged up? If that was the case, that cylinder would miss. Was it the inlet screen that was clogged? Blue dye takes a while to accumulate. If the injector intake screen was completely blocked, then that injector will mot atomize furl optimally. Yetti was just trying to help. Firewalling the mixture on a hot, high DA day isn’t very considerate of conditions.

Thanks for painting the picture. I’ve watched very few of his videos and was not aware of all of the sordid details.

Damn Dev! You’re typically mild mannered. I’m no fan of Dan Gryder, but I’m really curious what he did to trigger such high levels of disgust and disdain. I think he’s a self-aggrandizing blowhard and his accident analysis is questionable at best. Is he also known to kick puppies and run school buses off the road?

Did you get your heater box all squared away?

Terrible news. Hope there were no injuries. If you’re up for it, I am sure that many members would appreciate another thread detailing what happened and what might’ve been done to prevent the accident. I’m very sorry about your plane.

No quadrants in 1968. I believe quadrants were introduced in 1969. The pump is likely hydraulic and simply needs to have the cable lubricated.

Yow…that looks bad.

Irmin, I have been tracking this thread from the outset. You've been on one hell of a ride for the last few years. As unfortunate as the situation with the Mooney is, I am truly delighted to learn that your wife is in remission. I hope you all enjoy a wonderful summer together. Better days ahead!

my set up is perhaps not as clean in appearance as others, but It does ensure that all uninsulated wires are protected from excessive heat. Creating a cleaner set up is on my list of things to do, but then so are about 150 other things.

My CHT and EGT wires are bundled with the spark plug leads; it’s not an issue. I am more concerned with keeping the EGT and CHT wires away rom heat.

I’m still confused by the 1500° number. An EGT of 1500° is not even reliably attainable by a Lycoming IO360. Another question, why do you wish to run LOP at 11,500? Why not just run peak? At that altitude it gives you all of the benefits of LOP and none of the downside. For all intents and purposes, it’s just as clean and just as efficient without much power loss.

Yes, but in a spiral divergence, the pilot is unlikely to hold a constant bank. Indeed the bank typically increases. At 75°, it takes almost 4gs to hold level flight...so possible to exceed g limits in a descent. It’s easy to imagine a panicked, overloaded and disoriented pilot in a steep bank pulling back on the yoke in an ever increasingly tight turn then catching a glimpse of the sun or the ground and rapidly rolling to wings level without adjusting pitch controls.

The nut is not secured before fitting the trim. The nut is under the trim and the bolt is torqued from the cabin after everything is loosely fitted. See Alpha’s instructions. Some folks have tack welded the nut to the clamp to make life easier. You can probably accomplish the same with a bead of epoxy as long as you ensure that none gets between the mating services of the nut and the clamp. I just used a box end wrench and patience. FYI, installing an inertia reel on the copilot’s side impedes access to the rear seat. It’s not terrible but it’s a bulky box sticking into the path of entry. Passengers will repeatedly knock the cover trim off the reel getting in and out. For this reason, it’s pretty common these days to utilize a fixed harness for the copilot and an inertia reel for the pilot.

Yes. But it is a pain. I had solid brake pedals and solid flaps (4 pumps to hydrolock) in under two hours from start to finish. Thought I had set a personal record for hydraulic system maintenance. Came out to the hanger 10 days later and everything was soft… Almost all of the old fluid can be removed from the system with little trouble. 1qt of fluid is more than sufficient for filling the system (brakes and flaps). However, you will want to ensure you have a clean catch can when bleeding so that you can recover clean fluid in the event you need to continue bleeding the system. I switched from 5606 to Royco 756 synthetic.

You should read the articles I’ve linked below if you want to maximize your understanding of the engine’s operation. Not only will they make you a better operator, they will make you a better troubleshooter as well. We often speak of staying ahead of the airplane when flying. A pilot with a fundamental understanding of combustion science and an engine monitor is able to stay ahead of the engine and often recognize symptoms of trouble before it manifests catastrophically. Additionally one can learn to recognize the cause of an immediate failure without wasting time on rote, restart, checklist items. These columns are well organized and easy to understand. They will provide a solid foundation. https://www.avweb.com/features/pelicans-perch-63where-should-i-run-my-engine-part-1/ https://www.avweb.com/features/pelicans-perch-64where-should-i-run-my-enginepart-2-the-climb/ https://www.avweb.com/features/pelicans-perch-65where-should-i-run-my-enginepart-3-cruise/ https://www.avweb.com/features/pelicans-perch-66where-should-i-run-my-enginepart-4-descent/

A 1500° EGT limit is a meaningless number for setting power in your application. Some cylinders may not produce EGT readings that high and if they do, it may or may not be a good place to set mixture depending on which side of peak. If peak is 1500°, 1450° can be either 50° ROP or 50° LOP. As an aside, the only time raw EGT numbers have much use is at full power, full rich. You want Take off EGTs ~1250° or less. I’ve been operating a 67F for over 20 years utilizing about every mixture setting on the spectrum. I’m pretty familiar with how IO360s perform in this application. In terms of CHT, #3 is almost always the hottest due to baffle design. However, this tendency can be masked if a bayonet probe is being used as it will read ~30° cooler than a standard threaded CHT probe. Conversely, a spark plug gasket thermocouple will read around 30° higher than a conventional probe. Either way, I would be surprised if number three was not your hottest cylinder. To effectively use any mixture setting one must determine which cylinder is leanest and which cylinder is richest. For almost every IO360 A1A I have encountered #2 is richest and #3 is leanest (which contributes to it being the hottest under certain conditions). You still need to test for yourself. Take a good look at the chart that @201er posted to to get a clear picture of how CHTs track EGT on each side of peak.

Wow…I did not know it had come to that. I started flying he Mooney about 20years ago. I had 200TT. IIRC, AIG was was the carrier. They required 5hrs of dual and 10hrs in type before allowing passengers . Premium was about $1000 for 65k hull and standard limits. Seems like everything is taking longer and costing (inflation adjusted) more. 25hrs to solo, 80hrs to PP.

True but a roll wings level is a transition from a tight descending turn (descent) to a rapid arrest and/or reversal of said descent (ascent). Both are positive G conditions, but I’m pretty sure that rolling wings level generates a higher load factor than the descending turn… Wouldn’t the roll to wings level also increase load factor on the ascending wing?

I’ve read that Vtail flutter sort of shreds the ruddervator at the attachment points.