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  1. Not meaning to disparage… I agree that in this day in age we should expect form-fit-function. But the Mooney line, especially true in the vintage airplanes, were hand-built. In my active duty days, one OEM was consistent in their Service Bulletins to use the term “best shop practice.” I hope your maintenance entity is able to overcome these limitations and you will be happy with the end result. Hang in there.
  2. Reviving the thread… Have you gained any improvement in your CHTs? After rereading the thread, Paul Loewen says that the oil cooler experiences reverse airflow, so a plenum on the backside of the oil cooler to exit air out of a set louvers installed in the side cowl might actually diminish the amount of airflow through the cylinder fins. (Yes, it took me only 7+ months to realize that might be the case.) As an aside, I reached out to SureFly tech support recently and they said that the magneto cooling tube (off the top of the doghouse) can be removed. The SIM doesn’t need the cooling air. I’m not sure if your SIM replaced the left or right mag…. perhaps something worth discussing with your A&P/IA. One last thought, if you have a Concorde RGM (sealed) battery, that probably doesn’t need the same positive airflow as the flooded battery the battery box was designed around. I’m thinking that the battery box drain tube is subjected to a Venturi effect in the cowl flap exit, so battery gets enough air circulation through the battery box cover. If the vinyl tube connection between the baffle and battery box is removed, there’s potentially additional airflow into the battery box. Plug the tube out of the #4 baffle and the air that was going to the battery box is now going down through the cylinder fins.
  3. If your model year is ‘67, you might be exempt. Mooney beefed up the stub spar thickness and raised the flap extend speed. The target airframes the SB applies to all have a 100 mph flap speed. If your’s is higher than that I don’t think you have anything to worry about. But, read the SB to make sure.
  4. Sorry… not enough background for spatial reference… the picture is right side up. The baggage floor is removed. Here’s a better perspective. It’s the top bolt holding the flap torque tube bracket. Can’t see the crack, can you… but it’s there.
  5. Check the stub spar for a crack at the flap actuator. You might have to pump the flaps all the way down which flexes the spar slightly making the crack visible. SB20-217. LASAR has the beef-up plate.
  6. If there is air getting into the gascolator, I think the path of least resistance would take the fuel back to whichever tank was selected. Next time you shut down, close the fuel tank selector valve and see what happens. And you should know (since you’re new here) that advice from @M20Doc is the gold standard. By comparison, 99% of my Mooney experience is limited to my airplane. I’ve touched a couple of friends (vintage) Mooneys, but the Doc is an expert.
  7. I’m with A64Pilot… unless there’s an issue with corrosion on the gascolator bowl seats that cannot be cleaned up so that the top and bottom gaskets don’t leak, I don’t see a need to change it.
  8. Welcome to MooneySpace! We need pictures! You probably have a slow leak in the gascolator drain, or the bottom cork gasket. There’s a gasket at the top of the bowl, too. The inlet line to the gascolator might be leaking, also, but you’ll need to drop the left side cavity panel next to the left nose gear door. There’s about 1,000 C and D model serial numbers with a parallel-flow fuel system. There’s a T fitting at the electric fuel pump inlet that sends fuel through the nose wheel well to the gascolator. From the gascolator it the line enters the cockpit at the forward end of the nose wheel well to an elbow fitting in the pilot’s footwell. Then a -6 hose to the engine driven fuel pump and the output of the engine driven pump rejoins the fuel from the electric fuel pump in anther T fitting at the lower left firewall. And a single -6 hose to the carburetor. That’s why running the electric fuel pump doesn’t fill the gascolator bowl. This is the T at the electric fuel pump inlet. The T supplies fuel to the gascolator. The outlet of the electric fuel pump goes to the T at the firewall. Fuel line in the cockpit from the gascolator to the elbow in the footwell. This line is subject to cracking because no one uses a backup wrench when tightening the -6 hose on the other side of the firewall. Erratic fuel pressure and fuel flow (if you have it) means the fuel system is sucking air… somewhere. Hose from the elbow in the footwell to the engine driven fuel pump. If this hose isn’t positioned ‘just right’ it will impede removal of the oil sump suction finger screen (right side of pic). Your fix is probably pretty simple… congrats on your D/C ownership!
  9. Now that you mention it… My C doesn’t have anything like that installed now, but I can’t say it never had something like that. You may be onto something. I bought my C from my Dad in 2008, who owned it for 35 years, but I never turned any wrenches on it until it was mine. In 2013, at the behest of my IA, I painted the flight control push tubes. Note the yellow glue residue on the stub spar and bottom of the baggage floor. Very curious!
  10. Ross… are you sure that’s a factory installation? Evidence being it’s not in the parts book? Perhaps an attempt to minimize CO into the fuselage?
  11. Not being familiar with the F model… is the ram port for generator cooling or engine driven fuel pump cooling? Your induction ram air goes where the fuel pump cooling air inlet was on earlier C models… just asking the question.
  12. This? Message link in the upper right corner?
  13. My #3 riser was the only one that had any life left in it. Knisley had made me a new #3 (maybe) 10 years ago when the flange cracked. I discovered at that time that my muffler didn’t fit the template; Knisley had to custom fit the riser to make it work, at no extra charge. They also rebuilt (reusing only the flange) a tailpipe a few years ago when the seam cracked. But, the deciding factor was the muffler was no longer rebuildable. Knisley is local to me and they do exceptional work. I might have gone Power Flow, but I’m still running a generator. I would have had to do an alternator conversion to make it fit.
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