Shadrach

Start at the far end of the cable and work your way back ensuring everything is free. Then loosen the push pull control from the pane and remove. I am interested in your cable if it’s complete. I would like to have a spare made up.

Fortunately, those were the only pins that were removed so they would be harder but not impossible to miss.

Do they stay firm for any period of time after you pump them up? If there is air in the system they will be soft almost immediately. If the piston seals in the master cylinders are leaking fluid to the back side of the piston, that can also feel spongy. The curiosity here is that it’s in both brakes and that the recurrence of the symptoms happens at the same time in both brakes. Seems highly unlikely that those master cylinders would fail at the same time and in the exact same way. Also seems unlikely that an internal leak would manifest in both circuits at the exact same time in the exact same way. something weird is happening and I think it’s going to be difficult or anyone to diagnose without being there. Maybe start with low hanging fruit. Apply vacuum to the reservoir to try and pull any potential air out of the system. If the system won’t hold vacuum, you know you have a leak(s) somewhere.

How much faster is your TN’d J model?

What’s different about yours? Is the trim separate from the indicator? I would’ve sent it to Porter Strait had I spoken to Kevin prior to sending it out to AQI in Wichita.

This is mostly because LKQ swallowed up most of the small independent dismantlers. Most of the Indies are now owned by “Big Junk“

The one pictured is identical to the one in my 67F. I just sent it out for overhaul a few weeks ago so I am intimately familiar.

but still quite a bit more than ARS...

Yeah, likely in an area of turbulent air flow anyway

My plane is at the upper end of the speed spectrum for the model but it always bothered me that one of the counterweights is about 1/4" above the wing tip skin.

Yes, but that was an OEM part that likely should have been replaced sometime during Clinton's second term... I am intrigued at the prospect of a silicone duct as it is far more durable that rubber. To my understanding it is more flexible but less likely to permanently deform. The failure mode for the OEM rubber piece begins with a localized crease. Once that happens, almost all of the stress from movement is transferred to the creased area with the weakened material. With time and vibration, said week spot slowly develops a small tear that propagates along the crease and compromises the structure. Remember that under normal circumstances, the only suction to which this duct is exposed is the pressure drop aft of the air filter. Brackett recommends cartridge replacement at 5 in H2O which is just under .4 inHg (0.18psi). It seems to me the risk of an engine out related to the duct would be due to a complete structural failure of the duct that then throttles the engine. At that point the above suction numbers go out the window, engine performance is greatly degraded and things go pear shaped rapidly. It looks to me like silicone might be the better choice.

They certainly have the expertise. It's good practice to try to make the first turn off (Bravo) when landing 31 at KLNS. It's just under 1000' and puts you right on Weber's ramp.

The only way to tell is to open the tank. Is there visible fuel staining on the wing? It could also be a sending unit gasket.

Should they be flush in level flight?

Wow…I’m out of touch. I would have thought they’d be close.

Congratulations on the new Powerplant. You definitely got your moneys worth out of the old one. Would be an interesting data point to see if the new one behaves the same. I think the only thing anyone was taking issue with was your suggestion that a well understood and frequently utilized Continental hot start procedure was a bad idea based on your anecdotal experience with your old power plant.

Agreed. Unnecessary and not nicely worded. That being said, I doubt @jlunseth is going to lose any sleep over it. Given my own challenges with being tactful, I try not to let it bother me when others showcase their shortcomings in that department.

@Echo, what made you go matte finish? I kind of like the look and texture of the smooth OEM finish. I am sorry I was not following this thread closer as I could have caught that the hardware you received was not same as factory. I doubt those yoke were on there for 60 years. They come off every 500hrs as required by AD 77-17-04. I think it’s a poorly written AD that has the potential to cause more problems than it solves. What inspired you to replace the hardware? I have found that a hammer and drift will facilitate pin removal but it feels heavy handed.

I took my ride with 40 and change and in hindsight was not really ready. I handled the airplane well but was not comfortable in the least. My discomfort fostered some stupid mistakes. I had to go back the next day to complete the oral.

I enjoy John's posts as much as anyone and he definitely is a well of good Mooney information both general and K model specific. However, Pinecone is correct…No fuel should go beyond the servo at idle cut off. Not understanding that is not a crime nor is it a personal attack to point it out.

Amen...much of my participation in the maintenance of my aircraft was due to repeated discoveries of poor workmanship. I could bore someone for an hour or more with my stories. Mags timed 180 degree out of spec.. Static ports covered after instrument work etc. etc... Post mx preflight is one of the most important activities a pilot can perform. regardless of who last worked on the plane.

Best to change frequently during the during the break in period. I did my first change at 10hrs, then 25hrs and then regular 50ish (sometimes less) hour intervals. There were no issues that would have prevented those initial changes from being extended, but I had to change the oil to know that. It's good to be conservative with oil intervals. Once the engine has a history of good dispatch reliability and is running consistently, pushing the interval a bit every once in a while if away from home, is not likely to make much difference. Your particular engine model has a history of being a thorn in the Lycoming warranty dept's backside. My guess is that the reduced interval is part of a kitchen sink approach to ensure the aircraft has the highest performing oil and also (cynically speaking) to provide an additional means of denying warranty claims. In the whole scheme of things 50hrs is pretty lousy for oil service life, 25hrs just seems wasteful given what we're able to achieve in other applications. Don't feel like folks are piling up on you. On the whole, folks on this forum want to help new owners avoid pitfalls. Your engine is somewhat high strung by aviation standards and is an expensive piece to engage in "experimental" maintenance practices/intervals.

All certified gasoline, injected, aviation engines are constant flow. I have only seen a backfire occur once regarding an aircraft. It was a Tripacer that had been over primed and it caused a dull pop followed by a fire that damaged the air box. You likely had some amount of excess fuel enter the exhaust and ignite just up stream of the turbine. Not ideal either. Bottom line is that boost pump at ICO should not deliver any fuel to the intake manifold.

I’m talking chassis dynos. My experience (likely limited compared to yours ) is that there is a notable difference from one shop to the next. HP/TQ relationship is consistent, so from a tuning standpoint the engine is likely to get to the same place. Different dynos, in different shops, operated by different operators yield notably different results on my experience. Especially when we’re talking about a delta of 10hp. I would think a loaded, engine dyno would be far more accurate and consistent.

The condition of the engine in Washington is verifiable, the assembly is the variable. Then engine in Jersey is of unknown condition but is assembled and was running when put away. Which one of those variables is easier for you to mitigate? Is there a significant price delta? If it were me and I could negotiate an acceptable price, I would likely choose #1. However, that is because I have an engine shop that is 30miles from my home drome with whom I have previously worked. I would have them IRAN with DLC lifters.