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Found 31 results

  1. Hi Folks, I have a couple of fuel tank access panel screws that are weeping. I know that trying to tighten them will make it worse. I am planning to reseal the screws with Permatex#3. What is the best way to remove the fuel stains? The areas are not large, but the dye is sticky and concentrated. Avgas does not seem to work great (and I dislike working with it as a solvent).
  2. So...How many sample fuel for water via the sump drain during winter with ambient temps below freezing? As for me...I don't. It may seem elementary but early in my flying career in Minot, ND with temps of below -20℉ I checked the fuel via the sump only to have a small piece of ice keep the sump open draining fuel onto the ground. It was difficult to get it to stop.
  3. In case any of you missed it, the weekly AOPA newsletter had an interesting piece on fighting the high cost of FBO's. I was encouraged to see that it actually called out Signature by name and mentioned some locations. AOPA battling excessive FBO fees In my day job, I see the biz jets also get hit, it isn't just about squeezing out the avgas burners. If we are realistic about the impact, Signature is more dangerous than user fees. While we can call agree that FBO's have to make money, I know we all have stories of unreasonable charges as outlined by AOPA. Signature is owned by BBA.....a UK corporation. Shame!
  4. Folks, Looking for some advice regarding a weep that has developed in my left fuel tank. Appears to occur when the tank is full. weeps from the hole on the lower area of the leading edge near the wing root. Plane is based at KVGT (North Las Vegas)...recent arrival there. Searching logs to find out when the last reseal occurred. Basically looking for either a local A&P that would be willing to help me do the work to fix this or a local shop capable of taking care of the issue (prefer the prior, not the latter). Haven't noticed any fuel smells in the cabin but also don't like things that leak. Seems to only occur when tank is full. Right side does not exhibit this behavior. Regards,
  5. Just purchased my 1965 M20C on Friday and had my first flight in it today (transitioning from a C172M). We went for 20 minutes in the pattern and on the second take off the fuel pressure went to 0 in/lbs and the engine started stuttering below 400'. She kept running and we continued to climb so we requested priority (we were currently cleared #2) and asked for the intersecting runway. Yes, we could have declared an emergency but there was no need since the controller was already working with us and we were continuing to climb. We made TPA so we requested the primary runway and made an uneventful landing. My second landing in her was with a hiccuping engine and was better than my first landing. You could say I was committed to that landing. She shows good fuel pressure at idle but if you run her up to over 2000rpms she reads 0 fuel pressure with or without the boost pump on and starts stumbling. I wish I'd thought to run her up on the other tank to see if there was a difference but I didn't think about that when we were testing her out after taxing back to my hangar. When I bought her on Friday my mechanic flew her to my home field for me since I bought it at a 2300' grass strip that was a little rough (my insurance requires 5 hours transition training for passengers so I decided not to fly it at all until I've finished that training). My mechanic had no problem with her, but he had her running on the right tank. The left tank was the fuller tank after I had fuel added yesterday so we used the left tank today. If we had more altitude or she had quit completely I would have switched tanks when she started stumbling, but in my mind a stumbling engine that still climbs is better than a quiet engine so I changed nothing and kept flying. The instructor (first time flying with him) was also telling me not to change anything and giving me instructions. Fuel strainer inspection/cleaning is considered Preventive Maintenance and allowed under Part 43 for an owner so I plan on taking a look at her tomorrow now that I've downloaded the parts catalog and the maintenance manual. According to the service manual a 1965 M20C has the strainer on the bottom side of the fuel selector in the nose gear wheel well. Looks like one bolt and it can be removed and inspected/cleaned according to the manual (Page 149 in the parts manual and 2-4 to 2-7 in the service manual). I'm glad we decided to do the first hour of my transition training at my home field before going anywhere else and I'm really glad that the problem didn't pop up on my mechanic while he was flying it back in between fields. It was only a 15 minute flight for him but putting it in a field would have been a bummer. When we get this sorted out I plan on requesting a VCOA for the first flight so we can stay above it in case it happens again. Am I on the right track on what probably caused this and what I should inspect first?
  6. So you’re planning a flight for the next morning and realize that you have too much weight. For whatever reason you can’t take out baggage or passengers. You must offload some fuel. ( yes, you will still have plenty of reserve in this hypothetical situation ) Have you done this and what’s been your experience ? 5 gallon jugs ? Siphon hose ? Ground strap ?
  7. Hello all. I had a problem with my fuel flow yesterday. ('82 M20K/231) I took off from Paso Robles, CA around 10a headed for Santa Rosa, CA. It was about 82 degrees OAT. Fuel flow was normal on take off and climb out (about 25GPH) until about 7000 feet. The fuel flow started dropping off TIT started increasing and fuel flow would only max out at about 15GPH. Leveled out at 8000 and ran it LOP. Everything was normal for LOP operations. Did some troubleshooting in the air (switched tanks, low boost pump, high boost pump) Nothing changed during LOP so felt it was OK to continue. We landed at Santa Rosa and spent some time with a mechanic on the ground. He couldn't figure out the problem either. Did a high speed taxi down the runway and fuel flow was normal. Took it up in the pattern and again everything was normal. We did fuel up before we left KPRB and I didn't sump the tanks for water. Maybe there was water in the fuel? Any other ideas?? Thanks!
  8. The oil and fuel lines in my 1999 Mooney Eagle need replacement according my mechanic and Continental Tech Support. I have the rec "C" lines which are rated for 7 years. He is recommending to go to rev "D" which is teflon and is rated for 12+ years. Anyone has done this on io550? if yes, any recommendation on where to get the hoses made for the best quality and price? Driver
  9. Hey all, I am looking at purchasing my first Retract, Variable Pitch prop airplane and I am looking for feedback in regards to operating cost... I live in Canada and will do a lot of Mountain Flying (Rocky Mountains) and was wondering what the true, average operating cost is for a Mooney or Similar. I've already got my insurance quote which came in at just under CAN$1700/year. Not bad considering all my 300Hr TT is in a Cessna 172..., The quote is subject to 10hr of dual instructions... I am curious on additional cost... Annual, Engine Reserve, 100hr inspections, etc... Has anyone experience in operating one out of a grass strip? Mountain Flying? I am interested in some current data, not something from 5, 10 or more years ago... Thanks in advance. Andreas
  10. SOLD! I have 2 inboard and 2 outboard fuel senders available for sale. Removed from my Ovation2 for upgrade to Cies digital fuel senders to go with a JPI EDM-930. All were working when removed, one outboard was overhauled by Air Parts of Lock Haven a few years ago. Inboards are Mooney P/N 610242-1 (Mfg P/N 7740-118), outboards are Mooney P/N 610242-5 (Mfg P/N 7740-400). Check your parts manual to be sure, but I think these same P/Ns were used in many different model Mooney fuel tanks. Floats are in good condition with just a few minor blemishes, but they do float as they should. All include the previously used Viton mounting gaskets, but they might be of questionable value. Asking $75 each. Dave 928-710-7874 SOLD!
  11. Is it advisable to you gas stabilizer in Avgas?
  12. I noticed fuel smell in the cockpit last year and after removing the side panel I saw blue stains all around the fuel pick up tube. A new set of rubber gaskets were ordered from mooney and replaced. Almost one year later and after a new interior, this is what I found today...same problem with brand new gaskets. I'm curious if anyone else is having this issue and if so, how did you fix. And by the way, my tanks were resealed by week no more two years ago. And yes, my IA toqued the screws around the gasket per mooney. Thanks
  13. Hi all Discovered a fuel leak coming from what appear to be two screws on a lower panel. Read DMax article and what was available her and have a couple of questions. By DMax article, seems like nut plate cracks are the typical culprit in this circumstance. He says remove a screw, apply sealant to the thread and replace. Wow sounds easy. But this is a Mooney fuel tank system after all. 1) Screws are seized. I don't want to damage them and am afraid of creating new leaks on this panel if I take an impact to them. 2) the panel location is just below the filler cap, so I can get a great visual on the sealant there. Looks like a minuscule crack in the sealant along the nut plate IA is on vacation, so we'll be talking when he returns. What is the group consensus - remove panel and reseal or patch seal from inside? Seems like option 2 would be the good is better than perfect option but I'm hesitant to add layer upon layer of Proseal. Thanks as always Brad
  14. Guys, I'm looking for a fuel cap for our 1978J model. Part number is 431-21A. Let me know what you have. Thanks, Douglas
  15. Hi all, After several busy weeks I was finally able to fly last week and run a GAMI spread to diagnose the overheating issue of cylinder 1 on takeoff/climb. Not a massive overheating mind you (~390-400 deg) but still much higher than normal. Below are the screenshots from May this year (poor data rate but it gets the point across) and the one I took last week. You can see that the May spread was very good (about 0.2 gph). The one from last week however shows the cylinder 1 peak occurring roughly 1 gph higher than the rest of the cylinders; the other cylinders all look the same as before. To me this indicates a partial fuel blockage in either the injector itself or the feed line/distributor. I removed the injector before the flight (since I suspected this might be the issue) and everything looked clean and free. Reinstalled and flew the plane. Do y'all agree with my diagnosis? What other parts are susceptible to plugging? Since it's only this cylinder and total flow rates are normal on takeoff and cruise, I'd think it would be something downstream of (or in) the fuel distributor/spider. Should I send the injector back to GAMI to get it flow tested first before I do anything else? -Don
  16. I don't have my parts manual handy,does anyone have the part number for the wing fuel drains. I have one that just started leaking so I thought I would put an order into Spruce and have one waiting when I GOT home. Thanks, Ps. I am a new 68 M20g owner. FB
  17. Been flying my new (to me) 252/Encore conversion for about 3 months now, so I'm still getting used to it in many ways. But one thing that is alarming is that I smell fuel in the cockpit rather strongly on short final sometimes. It seems to happen the most and be the strongest when I close the throttle completely if I'm coming in too high, for example. It may be the attitude (fuel moving forward in the tanks?) and not related to the throttle position, but I feel like I've noticed it more often when I've been too high (darn slippery airplane!) and cut the throttle abruptly. This is rather concerning... any ideas what is going on?
  18. I was just looking at the fuel prices around Texas on ForeFlight and wondering who has seen the lowest prices, where they are, why, and whether anyone is taking advantage of them to get in more hours.
  19. I need a couple new gas caps for my money anyone have any recomendations for good locking cap replacements. I would prefer something that is just drop and play. If all else fails does anyone know if the Cessna fuel cap p/n 99321 would work?
  20. Hi, I'm a new member and new owner of a 1975 M20F. I love the plane and am just getting use to it after my complex checkout. Does anyone know of where I can get a "Dip stick" for directly measuring the amount of fuel in each tank of an M20F? If someone has one, maybe I could just get the measurements and make it with a thin piece of PVC or wood. Thanks, Larry
  21. Hello, I have a 93 Mooney Bravo that I purchased back in July. It is equipped with long range tanks which of course have a long range supplemental guide in the POH and it came with a piece of note pad paper where they completely drained and refilled the tanks noting fuel put in and indicated fuel. Supplemental says the cockpit gauges indicate the proper amount of fuel up to 22 gallons while this note pad from when a mechanic slowly filled tanks does not. Any thoughts appreciated, hate not knowing exactly how much fuel is on board.
  22. Hey Guys....... I need some help with a fuel pump problem. Just prior to my annual inspection I noticed when I ran the fuel pump on low it would run the pump for a few seconds then stop..... High seems to work just fine. I reported the problem to my mechanic and he send out for a new/rebuilt pump. Same problem after replacement.... This is the email I got after the new replacement pump was installed ...... "We installed the fuel pump, Thursday, and, Friday, found the low side pressure to be way higher than what is stated in the manual. We attempted to adjust the output by adjusting the boost pump regulator (it is essentially a voltage regulator) as described in the manual and were unable to get a consistent reading. We contacted tech support, Monday, and they indicated that rarely the regulator fails, but oddly enough have come out with a retrofit kit that removes the current style regulator and replaces it with a “new” style. The kit has a 120 day lead time and is $1700. I then contacted another Mooney service center to see if they had any leads on the old style regulator or had the components necessary to assemble a retrofit kit, no joy. They recommended contacting another service center in Texas, who happens to repair the “old” style regulators. I have sent it to them for evaluation and quote for repair. By talking with other techs they verified that we had a pump issue. So it is good that we put the gauge on it to verify pressure as to not wear out another pump." This is email I got today.... "We received the pump back late Tuesday and are having the same issue(s). Pump works when voltage is set high for high output, but when trying to adjust to low output the pump doesn’t operate." Does anyone have any experience with this issue? I have not been able to fly for about 6 weeks .... I miss my Mooney! Thanks for the help Mike Johnson Mooney M20R N871TX
  23. Both of my pressure gauges (oil and fuel) are reading low (about half). We (my A&P and I) put a mechanical gauge in the circuit and verified the electrical gauge readings are low. We've checked wiring connections, power and ground. I've checked the sending units and not sure the resistance is correct. The sending units doesn't appear to be the original ones. I'm concerned that they may have been replaced with the wrong resistance units. The fuel pressure gauge is 0-30psi The oil pressure gauge is 0-100psi Can someone tell me: 1) What should be the resistance ranges of the sending units? 2) What should be the voltage on the wire with it disconnected from the sending unit? I'm reading about 2 vdc. This is a new plane to me and I have the service manuals ordered but haven't received them yet. Any help or ideas are welcomed!
  24. Hi gang. Looking for a fuel cap for my '65 M20C. The one I have now is almost impossible to get the tab down. Maybe it can be fixed but not sure how?
  25. Has anyone ever purposely or accidently completely run one tank dry in flight? (Hopefully you've never run TWO tanks dry). How many "sputters" did you experience before you switched tanks and had the engine going normal again? Did the engine stop completely? How fast were you able to restart the engine? I don't plan on getting to that point but still want to be prepared in case of an emergency. Was it simply switch tanks, boost pump and back in business?