Marauder

Now if there was a guy I was going to dox… Sent from my iPhone using Tapatalk Pro

And for giggles, the Grim Reaper, Stinky Pants and me could have stopped over. Somewhere on that wall at Princeton of “you just soloed” T shirt tails is mine. Sent from my iPhone using Tapatalk Pro

I’ve never seen one just as a switch. My 1975 F didn’t have a radio master as well. The mechanic went with the relay - switch combination. Sent from my iPhone using Tapatalk Pro

He is indeed. Sent from my iPhone using Tapatalk Pro

Funny how your explanation prompted a memory. My older child was about 7 when she came home from school with a note from the teacher saying she wasn’t paying attention in class. She had a regular pediatrician scheduled for that week and I mentioned her attention issue. He looked in her ears and said her attention issue was caused by the fact she couldn’t hear. Before sending her off to an ENT, he asked if I could try flushing her ears with one of those pharmacy kits. Every night for the next several days I rinsed out her ears. On the 4th night out came these huge plugs of wax - from both ears. She looked at me and said “Daddy, I can hear!” Now if I can only find a kit for Tinnitus! Sent from my iPhone using Tapatalk Pro

Any description what bleeder they used? I had a leak on my left caliper at the annual and the shop replaced the seals. They weren’t able to bleed the brakes afterwards. I ended up loaning them my heavy duty Turkey baster (just a big syringe) which I discovered with my first brake-o-disaster. I’m convinced that the majority of the issues with bleeding Mooney brakes is the horizontally mounted master cylinders. Air seems to get stuck in there and can be a challenge to get out. Sent from my iPhone using Tapatalk Pro

You should ask old Dan about his own crash. Bet you he would say it was caused by a microburst. Sent from my iPhone using Tapatalk Pro

Here is a flush mount horizontal picture. Sent from my iPhone using Tapatalk Pro

I would check to make sure the wiring to the fuel flow transducer and back to the JPI is sound. What it looks like is a loose connection. If that checks out, it probably is a transducer issue. Sent from my iPhone using Tapatalk Pro

Over my 31 years of ownership, I’ve been to several MSCs. Back in the 1990s and early 2000s, those visits were warm and fuzzy. You felt good about them working on it. You didn’t feel so good when you got the bill. Not so much today. It’s not a good sign when you need to learn who at the MSC to ask for to work on your plane. I think it was Philiplane who mentioned the skill level out there. I think this is a good portion of the problem. To the OP, if this were my plane, I’d ask to have the plane buttoned up and fly it out on a ferry permit to a shop that can do an thorough inspection and repair of this corrosion. Sent from my iPhone using Tapatalk Pro

Before I knew what a magnometer was, I had a love/hate relationship with my magnetic compass. I am convinced after degaussing my plane a few times that most of the time when a magnetic compass has become “magnetized” it is caused by power leads being tie wrapped to the roll cage. Thank goodness for balancing balls. [emoji6] Sent from my iPhone using Tapatalk Pro

Now cycling is something I have found to be more dangerous than flying! My wife ended up with an open compound fracture when a driver going in the opposite direction made a left turn into her on an 8 foot wide bike lane! I’ve been clipped twice by cars and I can’t tell you the number of near misses I had either by the driver’s intent or distracted driving. It has gotten so bad that I find myself on Delaware’s bike trails more than the road. Ironically, there is a link to aviation. I have just as many strobes on my bike as my plane and I have the cycling equivalent of ADS-B in the form of a Garmin Varia bike radar. Sent from my iPhone using Tapatalk Pro

Back in 1993, not long after I got my instrument rating, I had a mechanical problem while in some pretty tough IFR conditions. It was a wake up call for me. The first thing I did was pull all the accident reports for F model Mooney’s. I wanted to know specifically what caused F model accidents. I read them all and being a data nerd, summarized the root cause. The majority of the accidents >75% were pilot induced (CFIT, over confidence, inexperience, etc.), 15% were true mechanical and the rest an assortment of other factors. Of course, we will never know exactly how many accidents were avoided despite having a mechanical issue because of a successful outcome (like mine). We also will never know how many of the mechanical issues were because of poor maintenance of the plane. My takeaway from the exercise was that if I did my best to make sure my plane was always properly maintained and I used the same approach that I was properly maintained as a pilot, the odds were in my favor. My “incident” on that flight did change my thinking about some type of flying. Although I still fly at night, I no longer do long cross country flights at night. When I fly IFR, I make sure that the majority of the route has 1000’ ceilings. Not saying I would cancel a flight if I needed to cross 50 miles of low IFR. I just try to avoid those situations as a part of my routine flying. For my decision making, I follow the 3C rules. Current, Competent and Confident. Although I may be current to fly an IFR flight, do I have enough recent flight experience to be competent for that particular flight and am I confident in my skills and the condition of my plane to make that flight? I even apply this approach to things like flying on days where my crosswind experience may be rusty. It’s just a matter of managing the factors associated with the risk. Unfortunately, there are a lot of pilots who have a lot of the third C and not much else… Sent from my iPhone using Tapatalk Pro

I have a Plane Power alternator and voltage regulator. Mine is rock solid at 14.1V. To the OP - As others have pointed out 15 is way too high. Sent from my iPhone using Tapatalk Pro

My 75F didn’t come with shoulder harness either. I never looked to see if Mooney made an attachment point on the roll cage for the shoulder harness. If they did, then a J belt probably won’t work. In my case, the harness came with attachment hardware. I’d be careful with used belts. You never really know their history and true condition. Sent from my iPad using Tapatalk Pro

Are you saying you don’t have the PC system or don’t have the PC disconnect? At some point my PC button was moved from the yoke to a panel mounted switch. Sent from my iPad using Tapatalk Pro

It’s always fun reading these threads. Like a bunch guys in a locker room comparing their manhood. The reality is that your accurate TAS will vary based on a bunch of different factors — even in an everything firewall forward situation. > the accuracy of your ASI (if you’re using that method) > the CAS correction > whether your prop is really spinning at 2700 > parasite drag caused by something dragging (flaps, gear, etc.) or something in the breeze (antenna) > whether your engine is actually able to produce full rated power > your weight, your plane’s weight > forward or aft CG > the quality of your paint > whether or not you are properly measuring it So, with that. My 1975 F is a 200 knot airplane take 45 to 50 knots or so… [emoji12] Sent from my iPad using Tapatalk Pro

But Captain, the dilithium crystals can’t take much more… So, full out, you’re seeing 169. Does that gauge on your ASI subtract out the 2 to 3 CAS? Also, taking a page out of Clarence’s notebook, why is your FP at the bottom of the green arc? And is your factory CHT INOP? That 830 isn’t certified for primary. Is the factory CHT required? [emoji23] Sent from my iPad using Tapatalk Pro

Fuel flow and pressure have their own transducers. RPM sensing, I believe one comes from the mag directly and the other from the ignition switch. MP is the weak link. They originate from the same port in the engine but have a T fitting that splits it between the JPI and EI instruments. Hope that helps. Sent from my iPhone using Tapatalk Pro

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I think one thing to keep in mind that if you lose a primary instrument, technically the plane is grounded. I started off with a JPI 830 which is not a primary and also doesn’t have all the primary instruments built into it (ex. No fuel gauges, no fuel pressure). I upgraded the 830 to a 900 which gave me all the primary gauges and used the factory gauges as backup. After a while, when the factory primary gauges began failing, I replaced them with electronic primary gauges. Why? Let’s say I lose the MP on my JPI 900, technically I’m grounded. But with an EI MP gauge in the panel, I still have a primary MP gauge. The biggest issue with something like a JPI 900, Garmin G3X, Insight or any other single instrument is that if you lose the display, you’re grounded. I don’t have everything backed up but I have the RPM, MP and fuel pressure covered. As for the question about the GPS interface, there is some value to know how much expected fuel duration you’ll have. And since it is coming off your actual fuel flow, it will be pretty accurate. And since we are talking about fuel. Consider upgrading to CiES senders for fuel quantity. I’ve been impressed with the accuracy of the fuel gauges with these senders. Sent from my iPhone using Tapatalk Pro

And without that sealant in place, who knows where fuel can seep. Sent from my iPhone using Tapatalk Pro

A64pilot is providing great advice on gaining the experience when it comes to weight. It is not a matter whether the plane will fly with weight at gross, it is how it will fly. I had an annual done over at AirMods a few summers ago. A fellow Mooney owner came over to pick me up. He had owned his Mooney for a bit over a year and had over 300 hours in it - all single pilot, no passengers. It was a really hot and humid day. As we began the takeoff roll he expresses a concern because we were rolling for quite a bit and more than what he was used to. And with the trees at the end, I could see his pucker factor peaking. I knew we would be okay because over 30 years of ownership, you learn. We lost a young Mooney owner (Patrick ) and one of his passengers, to a short runway, heavy load situation. The plane feels differently when heavily loaded and dealing with higher density altitude situations. I’d take the suggestion of working to gain some experiences with heavier loads on longer runways and when the weather is hot and humid. Sent from my iPhone using Tapatalk Pro

Here is a picture of what Rob (takair) is talking about. It might help visualize what may be going on. He is speaking about the fuel cap seal. In between the top of the rubber bladder and the wing skin, there is a cork gasket. Between the top of the wing and the fuel cap assembly is a layer of fuel resistant sealant. If the bladder cork seal is compromised, I could see fuel being released on top of the bladder and leaking backward to the area you are describing. Pictures of what you are seeing would help. Sent from my iPad using Tapatalk Pro

When I had a mechanical gyro (DG) driving the heading bug of my STEC 60-2, I had a failure like you described. Turned out to be a failure inside of the DG. You can look at the back of the HSI and see the connector. Maybe you will get lucky and find it came off. Sent from my iPad using Tapatalk Pro