hammdo Posted August 21, 2022 Report Posted August 21, 2022 After waiting 6 hours for the ceilings to lift enough for me to fly out to North Texas Regional (GYI), was able to do my runup with no issues and was off to GYI. Ceilings were still a bit low but was going up and was clear when I got to GYI. Met my CFII friend, briefed the flight from GYI to GGG (East Texas). Clearance done, runup with no issues, and took off. Climb-out was great, cylinder temps spot on. Leveled off @ 5000 but we were just below the clouds. Requested higher so I could get actual (6k-7k had clouds) -- got 6000, climbed and leveled off. Set Power and Prop then started to lean out and mixture control was difficult to pull then was really loose. Diagnosed the issue by verifying the cylinder temps and EGT and sure enough -- no mixture control. Cloud ceilings started to lower as a front was on it way in so that 5000' was now in the clouds. In the clouds at this point and let Center know I had to go back to GYI with a mechanical issue -- did tell them the mixture control cable was not functioning. I got an instance 180 approved and did inform them we were still in the clouds. They gave us vectors around traffic and asked if I wanted to declare -- I said no as everything was still running good with no issues and I would inform them if anything changed. Was cleared for the RNAV 17L to GYI and it was probably my best LPV approach I've done -- broke out around 1500' down to 1000' for minimums (gave myself a bit of a cushion) and made a fine landing. Shutting down was interesting as I finally figured I had to shut off the fuel selector value and wait until the engine quit (no mixture control!). Took off the panel cheeks but didn't see anything 'clearly' to id the problem. Contacted an AP who works in the area to see if they could find out what happened. GREAT Lesson for me in actual IFR conditions, having to make a 180 out in the clouds, change my flight plan, load up and brief a approach plate and still coordinate with Center and the tower to fly the procedure turn (hold in lieu) and keep everything focused. I'm very curious what happened to the mixture control (its the old push-button type) so I'm hopeful it won't be down too long -- I have an IFR check-ride in 3 weeks! If anyone had a mixture control come off or break, I'd appreciate what you had to do to rectify that... My CFII friend said I'm ready for the check-ride after that ;o) The joys of flying -- and the unexpected... -Don 5 Quote
EricJ Posted August 21, 2022 Report Posted August 21, 2022 51 minutes ago, hammdo said: After waiting 6 hours for the ceilings to lift enough for me to fly out to North Texas Regional (GYI), was able to do my runup with no issues and was off to GYI. Ceilings were still a bit low but was going up and was clear when I got to GYI. Met my CFII friend, briefed the flight from GYI to GGG (East Texas). Clearance done, runup with no issues, and took off. Climb-out was great, cylinder temps spot on. Leveled off @ 5000 but we were just below the clouds. Requested higher so I could get actual (6k-7k had clouds) -- got 6000, climbed and leveled off. Set Power and Prop then started to lean out and mixture control was difficult to pull then was really loose. Diagnosed the issue by verifying the cylinder temps and EGT and sure enough -- no mixture control. Cloud ceilings started to lower as a front was on it way in so that 5000' was now in the clouds. In the clouds at this point and let Center know I had to go back to GYI with a mechanical issue -- did tell them the mixture control cable was not functioning. I got an instance 180 approved and did inform them we were still in the clouds. They gave us vectors around traffic and asked if I wanted to declare -- I said no as everything was still running good with no issues and I would inform them if anything changed. Was cleared for the RNAV 17L to GYI and it was probably my best LPV approach I've done -- broke out around 1500' down to 1000' for minimums (gave myself a bit of a cushion) and made a fine landing. Shutting down was interesting as I finally figured I had to shut off the fuel selector value and wait until the engine quit (no mixture control!). Took off the panel cheeks but didn't see anything 'clearly' to id the problem. Contacted an AP who works in the area to see if they could find out what happened. GREAT Lesson for me in actual IFR conditions, having to make a 180 out in the clouds, change my flight plan, load up and brief a approach plate and still coordinate with Center and the tower to fly the procedure turn (hold in lieu) and keep everything focused. I'm very curious what happened to the mixture control (its the old push-button type) so I'm hopeful it won't be down too long -- I have an IFR check-ride in 3 weeks! If anyone had a mixture control come off or break, I'd appreciate what you had to do to rectify that... My CFII friend said I'm ready for the check-ride after that ;o) The joys of flying -- and the unexpected... -Don There was an old-style cable end that was OEM equipment and that have a reputation for coming off, i.e., disconnecting at the carburetor. Many/most have been replaced over the years with spherical rod ends (aka heim). If that's what's wrong it's not a difficult repair. 1 Quote
47U Posted August 21, 2022 Report Posted August 21, 2022 1 hour ago, hammdo said: If anyone had a mixture control come off or break, I'd appreciate what you had to do to rectify that... Yep, happened to me some 8 years ago, but on shutdown. Away from home station, of course. I figured out the mixture cable wasn’t attached when the engine wouldn’t start. I had pulled the mixture cable wire out of the drilled bolt attaching the wire to the mixture arm. There was a 10/32 bolt, without a hex head, which the mixture cable wire ran through a hole in the bolt shaft right under where the hex-head would be if the hex-head were there. Tension to secure the wire was with a washer and ferrule on the bolt, the ferrule just a little longer than the thickness of the mixture arm. A castellated nut and cotter pin provided the gripping force to hold the wire tight against the washer. I was taught castle nuts are designed for shear applications, but what do I know? Without a hex head, how do you tighten the castellated nut exactly to the proper tension to grip the mixture cable wire tight to the washer/ferrule, and then line up the cotter pin to hold that tension and keep the nut from backing off thereby losing grip on the wire? Once I got home I fished it all back together and put a self-locking jam nut (as a temporary solution) against the castellated nut to keep the castellated nut from backing off (to the limits of the cotter pin) and hold tension on the wire (see picture). Later I installed some different hardware to secure the mixture cable to the mixture arm. My IA approved my new and improved hardware solution. I thought I had seen (in my archives) a Mooney SB showing the castellated nut setup, but I can’t find it. Nutty. 1 Quote
Boilermonkey Posted August 21, 2022 Report Posted August 21, 2022 Great job handling that issue. ANY issue can be an emergency if you aren't prepared or loose your cool. Mechanical. Passenger. Pilot. They all can be a bigger deal than they need to be if you don't slow down and work the problem. Your issue is perfect...abnormal, but you and the airplane are nearly 100% functional...sure you'd need to manage the engine temps and possibly not have optimal power, but handled they way you did...perfect. In IMC that distraction if not handled well.... Quote
hammdo Posted August 21, 2022 Author Report Posted August 21, 2022 Thanks! Not optimal but I did manage the throttle and prop as much as I could. Kept an eye on EGTs and CHTs (engine monitor is invaluable here). I was able to confirm the mixture control was certainly not working because of it. Hoping it's as simple as the @47U noted... -Don Quote
David Lloyd Posted August 21, 2022 Report Posted August 21, 2022 13 hours ago, hammdo said: Was cleared for the RNAV 17L to GYI and it was probably my best LPV approach I've done -- broke out around 1500' down to 1000' for minimums (gave myself a bit of a cushion) and made a fine landing. GREAT Lesson for me in actual IFR conditions, having to make a 180 out in the clouds, change my flight plan, load up and brief a approach plate and still coordinate with Center and the tower to fly the procedure turn (hold in lieu) and keep everything focused. The joys of flying -- and the unexpected... -Don Don, Having a problem IFR and sorting it out successfully is somewhat a milestone event in your training. Stuff does happen, you handled it well. 2 Quote
carusoam Posted August 21, 2022 Report Posted August 21, 2022 Great real life lesson Don! IFR approaches can really load up the brain… adding a mechanical challenge on top of that… can nearly approach an overloading circumstance… We we’re discussing another engine control failure just the other day around MS… Often, a simple connection wears and falls apart… or the knob itself falls apart. Rule of thumb…. Engine controls get replaced during engine OH. Budget allowing… Check the age of all three while you are looking for the one… A search for owner supplied parts… should immediately find our favorite engine controls company… Send in the old, they use it to produce a new control…. They also have Mooney controls designs already to match to… If at KGGG… see if DMax has one on the shelf? Thanks for sharing the details! Best regards, -a- Quote
jaylw314 Posted August 21, 2022 Report Posted August 21, 2022 Holy smokes, you should have lead with fact that you're still working on your instrument ticket Nice job dealing with the helmet fire! 1 Quote
hammdo Posted August 21, 2022 Author Report Posted August 21, 2022 LOL, probably should have. My friend (CFII) let me handle it as she wanted to see how I'd do. I know my Mooney well and pretty much knew it was out of character. She was quite happy with how I handled things. I've done a lot of training with her and my current instructor. I do go out with a safety pilot too. I have to admit I'm not sure how folks who've have limited or no actual IFR do it. -Don Quote
Browncbr1 Posted August 21, 2022 Report Posted August 21, 2022 Does anyone know of a source for the correct heim bearing for this application. Iirc, it’s an HM3. I haven’t been able to find one in stock anywhere, so I quit looking last year. Quote
hammdo Posted August 21, 2022 Author Report Posted August 21, 2022 Ditto! I'd like to get this and have it done during annual... (although I'm carb and not FI) -Don Quote
hammdo Posted August 22, 2022 Author Report Posted August 22, 2022 This may be the sb https://www.mooney.com/wp-content/uploads/2020/12/SBM20-114.pdf -Don 1 Quote
hammdo Posted August 22, 2022 Author Report Posted August 22, 2022 As a precaution, I ordered a McFarlane MC600-72. Might as well replace the current one... https://www.mcfarlaneaviation.com/products/product/MC600-72/ The prop cable was done during IRAN (600 hours ago). Not sure about the throttle (looking) but, will probably order that later. -Don 1 Quote
hammdo Posted August 26, 2022 Author Report Posted August 26, 2022 Back in the air! Control had to be replaced (broken). Nice and red: Quote
Guest Posted August 26, 2022 Report Posted August 26, 2022 For carburetor models, the mixture control is a wire cable not a threaded end cable. There is normally a swivel end fitting in the mixture arm on the carburetor, stud(or a bolt per the SM) washers, a castle nut and a cotter pin. Quote
carusoam Posted August 26, 2022 Report Posted August 26, 2022 Don, The other two look similar to controls in my 1965 M20C… If you purchase the new controls for the other two…. (Highly recommended) You might consider the newer layout that goes with them…( I think the order of the knobs changed for some logical reason) MP… nice black knob, some like the twist action for fine adjustments RPM… nice blue knob, twist action is standard for fine adjustments Mixture… the nice red knob you just got…. Best regards, -a- Quote
hammdo Posted August 26, 2022 Author Report Posted August 26, 2022 Prop control was new 600 hrs ago. I’ll do the throttle next once I have the IFR check ride out of the way. I was hoping TruTrak but I’m going to wait until I see some delivered and installed… -Don 1 Quote
Hank Posted August 26, 2022 Report Posted August 26, 2022 7 hours ago, hammdo said: I was hoping TruTrak but I’m going to wait until I see some delivered and installed… Me too. Unless Dynon beats them to the actual market, and not just a press release. First out is what I'll buy. Quote
Will.iam Posted August 26, 2022 Report Posted August 26, 2022 Can trutrack be tied into dynon’s system? I thought you had to have dynon’s autopilot for dynon’s system. Quote
WaynePierce Posted August 26, 2022 Report Posted August 26, 2022 You did GREAT! As a fellow IR Student, that would have been just one less thing on the landing checklist. No worries with Prop full forward, mixture rich... never mind. Quote
hammdo Posted August 26, 2022 Author Report Posted August 26, 2022 Just in case anyone wants to know the AOG cost (no AP on the field); APs (travel time from TKI to GYI), repair, hanger rental, control: Hanger @ Rise: $275 (5 days @ $55 day) Control and bit: $250 AP time and tax: $1079 $1604... And no, Savvy could not help as they have no-one in the area. I will be planning the throttle next... -Don 2 Quote
BobbyH Posted August 27, 2022 Report Posted August 27, 2022 1 hour ago, hammdo said: $1604... And no, Savvy could not help as they have no-one in the area. I will be planning the throttle next... Ouch, that is painful. Great lesson on things that you wouldn't expect to fall apart can still do. Glad you were able to get it fixed though. 1 Quote
Hank Posted August 27, 2022 Report Posted August 27, 2022 2 hours ago, hammdo said: Just in case anyone wants to know the AOG cost (no AP on the field); APs (travel time from TKI to GYI), repair, hanger rental, control: Hanger @ Rise: $275 (5 days @ $55 day) Control and bit: $250 AP time and tax: $1079 $1604... And no, Savvy could not help as they have no-one in the area. I will be planning the throttle next... -Don That's almost what I paid to repair my left magneto when it failed in flight away from home. Apparently it's alright to skin pilots from other places, while being nice to local pilots. Quote
hammdo Posted August 27, 2022 Author Report Posted August 27, 2022 Yep, it hurts the pocket book for sure but, I was not aware the AP I called closed shop at GYI - for the same reason I left GYI (rent). If I could have gone to SWI, they do have an AP on field. I chose the tower and longer runway ;o) since I knew GYI well… Not much one can do when AOG out there… -Don Quote
Recommended Posts
Join the conversation
You can post now and register later. If you have an account, sign in now to post with your account.