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M20F

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Everything posted by M20F

  1. This is correct. The fuel pump and injectors. Quick fix is a hose from the airbox connections I showed (the disconnected ones in your picture) to that injector framework. Then follow the hose off the fuel pump and see what that connects to. It should again be that airbox but would be interested where it goes. If you just sealed those 2 AN fittings you might get the MP but without pressurizing the injectors the plane will run poorly.
  2. That pipe right in the front of the cowling what is that hooked to down below. If you look at my pictures same set up but that line is hooked to the unhooked lines you showed.
  3. No was an easy annual at Maxwells just had to wait for some hoses and the elevator weights so took forever.
  4. Induction tubing has no oil. The scavenger pump was the originally thought culprit and that has a fresh overhaul now.
  5. A fancy way of 2x4’s and driving over it….
  6. God bless auto-correct. Yes splitting the rim.
  7. Biggest advantage is you won’t burn your hand when you touch them.
  8. Airplane runs fine other than consuming 1qt of oil an hour. Oil is discharging through exhaust. All plugs clean except for #2 which are oily (top and bottom). All cylinders make appropriate compression including #2. Did the MMO routine on #2, ran a bit with MMO in case, flushed. Same issue 1hr later oiled plugs and 1qt gone. Borescope shows clean walls (no scoring). Plane was in for 6 month annual for parts so didn’t fly. Oil consumption started halfway through a 12hr trip. So if it was stuck think between MMO and flying would have shook loose. CHT/EGT all normal (MVP-50). My thought is a broken oil ring. Your thoughts or others things to look at? I am going to get the cylinder pulled next week but before I did figure I would poll the peanut gallery.
  9. I would ensure this first. Is it rerouted or missing. Should be easy to tell for the injectors.
  10. We can debate the Mooney requirement to hang from a hoist versus a tail stand. Personally though I find the engine stand method better. Takes less room and has other uses. Nice set up. Splitting a run often sucks, keep some 2x4’s, driving over it with a car is sometimes the only solution. Torque the bolts correctly when you put it back on. Most things in life are infinitely better when a torque wrench is calibrated and used correctly.
  11. If you are filling a portable bottle keep in mind it will get hot. Have a plane to brace it while filling. Obviously the built in tank gets hot as well but one doesn’t need to hold/maneuver it.
  12. Here is a 3rd picture of the injectors. So off those fittings. Up to a pas through fitting in the cowl and then on to the injectors.
  13. Why my neighbor is selling his Skymaster and moving to a 182. It is the wrong plane for $100 hamburgers. It was the right plane when he was hitting IFR over the mountains at night every week back and forth to BNA.
  14. One goes to the injector bleed and the other back to the pump. Best picture I could get for you from my 67F set up. The injector bleed runs up in second pic and then connects up top in the first pic to the spider. All of these installs though are a bit different and over 50yrs they get even more different. At what altitude does it stop adding inches? I usually run mine 26/26 and around FL190 is when it starts to drop out.
  15. Our 320 had a habit of shedding spinners on the right engine. We finally changed the backplate after the 3rd one went over the side in 18 months, fixed the issue. The old one looked perfectly fine but obviously had a bend in it somewhere.
  16. Did you load the right databases? They are showing expired 8/23? On my 650 I didn’t update for awhile. I downloaded the 9/7 databases and uploaded them prior to 9/7. The radio wouldn’t update them because it wasn’t 9/7 yet. My 430 didn’t care. Soon as 9/7 passed it loaded them.
  17. I would call Don Maxwell he could help secure a good wing and then you could ship it in an ocean container. If you were extremely adventurous and it is a N numbered plane it would probably be cheaper to fly to KGGG, have him swap, and then fly it back. Labor, parts, etc. as you point out will be less in USA.
  18. 206’s have been crazy expensive for years. A great airplane but the purchase prices are nuts. Unsurprisingly the price of 6’s have skyrocketed like everything else. $200K plus on Controller, the $112K on is for a 50% partnership…..
  19. My post history and opinions here are very clear, so are yours. I am not interested in a debate.
  20. I said in my original post and dozens of others. In terms of speed, useful load, efficiency, and cost a classic Mooney checks all the boxes better than anything in terms of production aircraft. The newer Mooney’s less so due to higher costs (purchase/operating) and useful load. It’s a mixed bag on them. What plane is better depends on your mission and if it is is carrying 5+ people there are better options than strapping a person in your baggage department. Is a Saratoga better than a Cherokee-6 in speed, comfort, etc it is. In terms of purchase and operating expenses it isn’t. I think Bonanza’s are certainly better than Mooney’s if operating and purchase costs are removed from the equation. Money though matters a lot for most of us.
  21. I have written this about 100 times on this forum. Airplane ownership is always about 30 seconds away from a new engine. If you don’t $30K to toss after purchase, probably a lot safer renting. This isn’t to imply that an incident happens right after ownership as the OP had but it can and often it happens when least expected. I bought my F with a planned overhaul that went to plan. I didn’t plan to essentially do it again 3yrs later when the block cracked.
  22. How old are you? Your size definitely works but I find at 53 getting in and out gets harder every year.
  23. Bonanza is better also probably $100K more. Mooney’s especially the classics are fast, high useful load, burn low gas, and are generally cheap. Cherokee 6 is a good hauling plane that is going to be cheaper then a Bonanza or 206.
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