'90 J Electeic Cowl Flaps Not Moving

[Lax291]

Just had my audio panel static issue fixed (yet to be tested) and when I went to check on the plane I wanted to close the cowl flaps to preheat. 

Turned on the master, flipped the switch to the closed position, hear the motor humming, but no movement of the flaps. 

I can manually move the flaps up and down by pushing/pulling them and the flap indicator is also indicating with the changes. 

Any thoughts or other troubleshooting suggestions?

There was a loose CPC connector on the pilot side that is suspected to be the issue for the panel static, I can't imagine messing with that could have caused an issue with the cowl flaps?

[PT20J]

If the motor runs but the flaps don’t move and you can move the flaps by hand, it has to be something broken mechanically. Check the roll pin.

 

[Jackk]

Why would they make a simple mechanical system electric and complicated?

 

 I get if it was a huge aircraft but the little flaps on a Mooney?

 

 Is there a kit to make them manual?

Edited December 12 by Jackk

[Lax291]

53 minutes ago, Jackk said:

Why would they make a simple mechanical system electric and complicated?

 

 I get if it was a huge aircraft but the little flaps on a Mooney?

 

 Is there a kit to make them manual?

More things to break, more things to make, more things to sell.

[Lax291]

3 hours ago, PT20J said:

If the motor runs but the flaps don’t move and you can move the flaps by hand, it has to be something broken mechanically. Check the roll pin.

 

Thanks for the help, will first see if I can locate the motor then see if I can locate a missing pin!  As an aside, would people be hesitant to fly with cowl flaps closed in New England during the winter?  Had a shorter flight planned for tomorrow, thinking I can regulate CHTs with mixture in the climb if they become an issue in freezing outside temps...

[PT20J]

The rub is that there is a prohibition against taking off with inoperative electric cowl flaps in the POH/AFM Limitations and FAR 91.9 prohibits operating contrary to a limitation.

[Jackk]

1 hour ago, PT20J said:

The rub is that there is a prohibition against taking off with inoperative electric cowl flaps in the POH/AFM Limitations and FAR 91.9 prohibits operating contrary to a limitation.

 Ooof

 

 So if it breaks it grounds the plane, and it was even an option someone paid more $$ for?   Oooof x2

[LANCECASPER]

I owned a 231 with manual flaps with closed, open and one spot in between. I much preferred the electric flaps with infinite positions I had in the Bravos and the Encore I owned. You could get it at just the right spot to keep the temperatures where you needed them to be and not sacrifice cruise speed.

However the last two designs that Mooney made, the Ovation (also the Eagle - same airframe) in 1994 and on,  and the Acclaim in 2006 and on (plus their Ultra versions) were designed without cowl flaps and a much better design. The best cowl flaps are no cowl flaps.

[PT20J]

48 minutes ago, Jackk said:

 Ooof

 

 So if it breaks it grounds the plane, and it was even an option someone paid more $$ for?   Oooof x2

Mooney changed from manual to electric when it changed the electrical system to 28V. It did offer a 14V retrofit kit to optionally add them to older models.

[Lax291]

2 hours ago, PT20J said:

The rub is that there is a prohibition against taking off with inoperative electric cowl flaps in the POH/AFM Limitations and FAR 91.9 prohibits operating contrary to a limitation.

Thank you for that, would never have thought that would be part of the MEL. Still lots to learn about Mooney ownership, appreciate all the experience/wisdom you and the rest of the group have. Time to reread the POH. 

[Jackk]

Strange they don’t just make them like in the Cessna, I have like 8?  positions between closed and open, simple little lever and rod type deal 

 

 Surprised no one STCed a simple Cessna like system for the Mooney 

Edited December 13 by Jackk

[kortopates]

Strange they don’t just make them like in the Cessna, I have like 8?  positions between closed and open, simple little lever and rod type deal 
 
 Surprised no one STCed a simple Cessna like system for the Mooney 

Electric cowl flaps are wonderful being infinitely adjustable. I would never trade mine for manual cowl flaps. They are problematic even with just 3 positions. Not sure we can blame it on Mooney Speeds but the Rocket owners have even harder time getting them closed before they’re going to fast to do so.

To avoid going back to manual cowl flaps i’d have to upgrade to an Acclaim or Ovation that doesn’t have cowl flaps!

You may well have found something where your Cessna is superior to the Mooney since the Mooney manual cowl flaps give a lot of grief to pilots.


Sent from my iPhone using Tapatalk

[Slick Nick]

What are you guys talking about. 3 positions? I’ve got a ‘91 MSE with manual cowl flaps. Doesn’t get anymore “infinitely adjustable” than that. They were an option, has nothing to do with being a 28V machine. 

The limitation that Skip quoted is legitimate. Funny that in the exact same airplane with manual flaps, taking off with them closed is not an issue. In the winter months, I hardly ever open mine except for start (in case of a fire). When it’s as cold as it gets here in Canada, you’d never get the engine up to temp if you opened them. 

[PT20J]

44 minutes ago, Slick Nick said:

They were an option, has nothing to do with being a 28V machine. 

Maybe you are right. I was just referencing the IPC.

[Slick Nick]

Good catch Skip. 

Personally, I like having the manual cowl flaps. Being able to “float” them in a climb has come in handy for those summer months. The older J’s had the asymmetrical flaps that didn’t offer cooling as efficient as the later models. I haven’t had an issue yet keeping the temps in check, even on the hottest days in the American southwest. 

[rgpilot]

The cowl flaps motor is attached to a small gear box that rotates a shaft that moves the cowl flaps. If the motor is running and the flaps are not moving, the shaft has probably sheared.  

[LANCECASPER]

14 hours ago, Slick Nick said:

What are you guys talking about. 3 positions? I’ve got a ‘91 MSE with manual cowl flaps. Doesn’t get anymore “infinitely adjustable” than that. They were an option, has nothing to do with being a 28V machine. 

The limitation that Skip quoted is legitimate. Funny that in the exact same airplane with manual flaps, taking off with them closed is not an issue. In the winter months, I hardly ever open mine except for start (in case of a fire). When it’s as cold as it gets here in Canada, you’d never get the engine up to temp if you opened them. 

Early Js and all 231s had manual cowl flaps with three positions. Starting in 1986 with the 252 (28v), the K model had electric cowl flaps and then a few years later when the J model went to 28v they had them. All M models had them.

[Slick Nick]

16 hours ago, LANCECASPER said:

Early Js and all 231s had manual cowl flaps with three positions. Starting in 1986 with the 252 (28v), the K model had electric cowl flaps and then a few years later when the J model went to 28v they had them. All M models had them.

Incorrect. I’ve got a 1991 J (28V) with manual cowl flaps, and know of at least 4 others. I think it just depended on how they were ordered. 

[toto]

5 minutes ago, Slick Nick said:

Incorrect. I’ve got a 1991 J (28V) with manual cowl flaps, and know of at least 4 others. I think it just depended on how they were ordered. 

I think he just meant they were available on the J starting with the 28v models. Mine has electric cowl flaps and they’ve been trouble-free. 

[Lax291]

On 12/13/2025 at 7:04 AM, rgpilot said:

The cowl flaps motor is attached to a small gear box that rotates a shaft that moves the cowl flaps. If the motor is running and the flaps are not moving, the shaft has probably sheared.  

Took a look today and not knowing what it looked like before, looks like the first photo is missing some nut/retainer.  The metal which hits the limit switches seems like it's shifted towards the copilot side as when I go full closed, the metal comes nowhere close to the switch on the firewall side. 

Is my guess correct that there should be something here and if so is that the shearpin?

[PT20J]

Maybe this picture from the IPC will help. Looks like the roll pins sheared. So it will be necessary to figure out why. Probably a problem with a limit switch. 

[Ragsf15e]

If it is one of the limit switches, slow down and study the electrical schematic to help troubleshoot it.  I recently had a flap issue caused by a limit switch and it wasn’t entirely obvious.  In fact, the switch worked fine, but it had developed a “dead spot” as it actuated where it wasn’t connected to either polarity.  It took me a good bit of time to look through the electrical schematic to figure out which switch could be causing the issue and how it could behave that way.  Then testing it again (especially vs a new switch), it was obvious.

If it is a switch, likely you will see they aren’t available from mooney or lasar.  Don’t fret.  Try mouser or other online suppliers for new old stock.  The part number is on the switch in case the one in the ipc is only a Mooney part number.  The legality of a switch that matches the part number but wasn’t purchased through the aircraft manufacturer is unclear to me, however I feel comfortable with a part that is new and matches the ipc no matter where I got it.

[PT20J]

Is this a crack in the exhaust?

[PT20J]

The schematics are actually part of the Service and Maintenance manual. Chapter 91 at the back of the manual has the part numbers for electrical components. So you find the schematic for your serial number and look up the reference designator for the part you want and then go to the section in chapter 91 for your serial number and find the part number that corresponds to the reference designator. Most will be standard electrical components available from any number of online electrical parts suppliers.

[Ragsf15e]

6 minutes ago, PT20J said:

Is this a crack in the exhaust?

Oil splash?