wiseng

Since posting this. I have had the typical FBO- Insurance dilemma. Per Signatures request I was told to file on my insurance etc. Did that and am still waiting. This is at most a $3500 repair. I recently switched carriers Alienz from Global based upon my brokers recommendation (Travers). This should have been a simple negoiation and has turned into quite a mess. There is a claim rep Crawford GTS contracted to Alienz and a third party adjuster contracted by Crawford. What a CF for a $3500 claim. No telling what there fees are. I suspect its more than the total cost for repair. Note to you 2nd law of thermodynamics guys. You gets what's you puts in.. In retrospect. I should have just paid for the repair. Had my attorney sue Signature and they would have been responsible for the repair and whatever. David Wisdom, P.E.

M20doc, good suggestion on checking the rudder stops. I had not thought through the whole steering, rudder interplay. Thanks

Thanks guys. Oldguy I have never seen the 1/32" tube damage limitation. Its not In my old POH. As far as the statement being wishful. I flew for probably a half year on a previous broken tab incident and did nor find out until annual. My bad. After this incident when pulling the plane out I check the tab limits by swinging the nose gear. OK if the plane is airworthy what is the opposite. Not or un. Signature did fess up when they they broke it. I do admire that. And I am having to go through my insurance for subrogation to Signature. What a pain.. DW

My FBO tug driver (Signature-go figure) exceeded the turning radius of the nose gear stop tabs and broke the right one off. Does anyone have an opinion if this makes the airplane un airworthy. I suspect not since there is probably a lot of Mooneys flying out there that have this condition. Anyone have any thoughts. DW

Looked into replacing the existing edm-700 with certified unit. Too expensive for my taste. The can has been sent to Air parts of Lockhaven to repair the OP gauge.

Randy-The plane is in annual at present. I had them recheck the wiring etc. Since Lazar no longer sells the instrument cluster for this plane. I am sending the can off to have the OP gauge rebuilt. David

In looking at the lycoming website their are several part numbers for this engine. Which one did anyone buy when doing the conversion? I see where some have alternators or not and sky tec starters etc.

Did you buy the complete instrument cluster from Lazar? Thanks

I have a problem with the oil pressure indication. I have replaced the pressure sending unit twice and have come to realize it must be the gauge. It sticks close to zero and will suddenly come alive and indicate the correct pressure. I have taken the glare shield off and all the top row instruments are in a can. Anyone seen this?

Does any one have any experience with any of the A&P's on the field?

Does anyone have any shop suggestions and results on Lycoming IO360 cylinder repair?

When the heat is turned on the gauges react the same In a linear fashion There is not any fluctuations it is consistent. What gets me is some increase and others decrease.

Has anyone noticed that when you turn the pitot heater on it affects the quantity indicated by about 20%.. In my 78 J the Fuel level oil and fuel pressure gauges indicate ~ 20% lower . The oil temp and CHT indicate ~ 20% higher. Any ideas?

I am due for an engine soon. After reading through all this I am leaning for the field overhaul and keeping the dual mag..

Several years ago I had Firewall Forward Field overhaul my first run engine. I had the helicopter pistons put in per the STC. I never did get the oil consumption above 2hrs/Qt, and this was after a couple of complete cylinder rehones. I had the standard pistons put back in. It was quite a hassle and only after threatening to retain an attorney did they agree to pay for the swap. I understand they are under new management but from reading the posts things apparently have not changed for the better.