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Everything posted by Ragsf15e

  1. I tried to do a LOP mag check today and here's what it looks like with a Surefly in advance setting. I was only at 6,500' (~24.1" MP), so it would be even worse higher because it would have more advance. Egts went up when I turned off the mag, but not a lot and the engine was still smooth. Slight decrease in speed, but barely. When I turned off the SF, EGTs went way up, very rough, and airspeed dropped quickly (#2 plug may be a bit weak too?). I know yours is different since it's fixed timing, but since we were talking about it earlier, I'll post it here. Before switching back to both, I pulled power back to prevent the backfire as SF takes 5-10ms to come back online - you can see the EGTs all fall together at the end.
  2. Flying gliders is great “hip pocket” experience when it gets real quiet and you need to pick a reasonable place to set it down safely. Glad you didn’t have to pull the wings and trailer it though! Well done.
  3. I have had mine in there for a long time without updating them. They work great and I’d prefer to leave them alone.
  4. I think you’d be worse off with one in the naca duct due to the engine heat being so close. My windshield one and my underwing jpi were always similar. The rsm is probably designed to work in its position. I have inadvertently ops tested my jpi probe on ifr flight… 0 degree indication = no ice, -1, ice just barely started forming ice on leading edge. Got a descent and ice melted off 0-1 degree. Close enough for me!
  5. I’m across the mts in Spokane and will give you a ride in an F model Mooney if you’re around. My wife and I have twin 6 year olds and fly all over the Northwest. It works well in the summer, but you’ll find it hard to cross the cascades between October and April. Icing in the northwest limits our reliable dispatch to the summer for trips. Day trips across are possible on nice days in the winter. Plan for ~144 kts, 10gph and carrying ~600lbs of people/bags ~500nm. You won’t want to be in the airplane longer than that anyway. Oregon coast trips are awesome in the Mooney too!
  6. I agree with having the sealed fittings, unfortunately most of the fittings are flared fittings and aren’t supposed to require sealant. I think even a small air leak can cause this.
  7. Yes, I called tempest to ask about the fuel pump causing this, and they said that was unlikely, but they do have problems with the O-rings on the connection into the fuel pump. So that’s another place to look. You may not see fuel leaking it may just be air leaking very small into the system. You’ve got to have sealed fuel fittings.
  8. So as @Browncbr1 alluded to, there are lots of things that can cause this. I would say it’s unlikely that it’s the sensor. I have an EDM 930 and had the exact same indication for about two years. JP I was adamant that the sensors don’t normally fail that way. They did say it could be an EMI off of an unshielded wire in the engine compartment. However I had steady indications a few years back, then fluctuating for ~2 years, now steady again. Mine was finally fixed by re-securing all the fuel lines. I think I had a very very small air leak somewhere. When I finally got a steady indication again, it was after I removed and reinstalled all the connections from the fuel servo to the fuel pressure sensor. I’m not saying that fixed it, but for the last six months or so I’ve had a nice steady fuel pressure indication. I’ll try to attach the thread where we went through all of this a few months back. To answer your question though, a failing mechanical fuel pump will leak out the drain in the bottom of the engine compartment. It will be either oil or fuel coming out. There are two diaphragms in there. If one fails it should still work and it won’t fluctuate. If both fail, well that’s not good. It should not cause a fluctuation.
  9. I have had 3 chrome cylinders “overhauled” and they’ve been fine so far. Not sure exactly what magic tgey did on them, but when I tried to have the 4th done a couple years later, I found it very difficult to find a shop that could do it. Ended up buying a steel one.
  10. Here’s a picture. Hanna City is about.75nm across. Not sure what fields are corn, but it appears fields were available vs a small city street. Always tough to second guess, especially because he did actually land under control (not stalled).
  11. Agree. I wonder if someone can post a satellite picture of the landing sight and we could see what he might have had to choose from? Roads have hard things all around them. Fields usually not but depends on the field.
  12. Got a better shot today… left to right, Adams, Rainier, St Helens…
  13. PA46T. Gotta have the fuel caps out that far to fit 85 gallons in each wing. Going that way in the Mooney in a couple weeks, I’ll get a new picture with a prettier wing.
  14. Also, the ebay add says it’s an M20E, but its registration is definitely a 1982 K.
  15. Not the Mooney wing, but this is IFR past Mt Rainier! 10,000’ vs a big Mtn! Mt Adams and Mt Hood in the far distance left side.
  16. Ahh, I didn’t realize you have a turbo. Your SF is set to Fixed timing, so it doesn’t have the same issue. Since mine has advanced timing (I’m not turbo) when I’m lean of peak at a higher altitude it’s mostly running off the Surefly firing the cylinder first and the mag firing just after the SF. Your SF and MAG are still firing at the same time with Fixed timing, so it doesn’t have the same issue.
  17. Do you have a Surefly? I’ve been wanting to do a lop mag check, but I wonder how it will come out since I’m running a Surefly with advance. At 6000 feet and very lean of peak, the engine is running almost exclusively off the surefly. When I switch to the Surefly the engine just barely changes. When I shift to the mag, it gets rough and EGT‘s rise a lot. That doesn’t mean the mag is bad, but it was running almost up just off of the Surefly. Did yours do that?
  18. Well shoot. Both of the calcs I’ve used required 90 degree heading changes. I’m sure you can do it if you’re a real good vector mathologist. No you can’t just average those 3 runs. You’ll have a little extra from the xwind vector that won’t be canceled (hw/tw will cancel but the x wind component doesn’t). It will be close. You noted the gps groundspeed on each leg, correct? If you ever want to try the 90 degree one, here’s a calc for it. https://www.eaa62.org/technotes/speed.htm the gap between ROP and LOP is similar to mine. How high were you and what power setting?
  19. To expand on what @PT20J said above, with the master off, there are still a couple very small things that are powered. Any of these could be left on or partially grounded at a chafing wire which will drain the battery. The typical culprits are the baggage light and the clock. They should be wired with a fuse and connected to a “hot” terminal on the master solenoid. If you do what @PT20J suggested when reconnecting your battery, you’ll be able to measure any current leaving the battery with the master off. That’s what you’re looking for.
  20. The older ones (not sure if this includes yours) have the field wire switched with the master switch (the master is single throw, dual pole). So it provides neg to the madter solenoid and connects the field wire. Cessna and others provided those split switches we’ve all seen. I doubt this has anything to do with his issue unless his master solenoid isn’t shutting off.
  21. I’m no EE, but if your master solenoid is working, then the only draw can come from anything attached to the hot terminal on it (or hot wired to your battery). With your master off, the solenoid shouldn’t allow power to the main bus. That should be obvious. After that, you’ll need to check anything on the hot terminal or hot wired to the battery. There’s a light in the cabin/baggage that is on the hot terminal that has got many people. Maybe @PT20J could help?
  22. It was said sarcastically, but I don’t feel like we treat these “minor” offenses as offenses anymore. Maybe we never did?
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