Ragsf15e

Jpi also tried to help me with a software update that I did myself but it didn’t help. Any npt fittings need pipe thread seal, but flare fittings don’t. But look for nicks or bends in them.

@Browncbr1 Yeah it’s an omega 1/8npt snubber for light oil. I think if you Google that it’ll come up. Was it stable before or has it done this the whole time you had the jpi? I talked to jpi and they said it probably wasn’t the sensor as they don’t die like that. They suggested emi like some kind of bad ground or unshielded p lead. However the snubber fixed it. Like I said, it could just have been a connection got fixed when I installed the snubber. The snubber is an npt fitting and the oil lines are flared, so you need an adapter on both sides. 1/8npt to 37 degree flare.

Ha! Mine is. Good guess. Why do you think it’s usually #2?

I had my jpi do that before too. Mine was fluctuating +\-5psi though, not as bad as yours. Eventually I installed a snubber just before the sensor and it stopped, however it could have just as likely been an air leak in the connection that was fixed when I installed the snubber.

Yes, but just past peak for the last cylinder to peak, not the first. There’s probably a “lean find” on your engine monitor that would help.

Yeah, he’s a keeper. I had a similar experience 8 years ago when I bought mine. I’d take it back there in the future even though it’s a long haul for me.

Depends on the year I think. Mine has twist to dim “cat-eye” lights for the gear. It’s a 68. I don’t have a light test switch though, just push the light to check it.

Have you had the idea that they have been focusing more production on newer engines/cylinders (IO-390s) vs our older -360s? Like maybe it’s a quicker turn time to get a rebuilt-390 than a rebuilt -360A1A?

I used them to rebuild a cylinder. They were helpful, responsive and on time/price. Obviously a big difference between a cylinder and the whole engine, but that’s my experience.

I usually cruise pretty high out west and I’m NA, so around 65%. I see about 4 ktas of speed loss to run LOP (which at that power is pretty much right at peak). Fuel flow drops from ~10.5 to ~8.8. So 3% loss in speed and 16% reduced fuel flow. It’s not a bad trade off.

Flying corporate, I’ve told my boss his passengers weigh too much and he would have to leave 1 off the manifest. I’m not willing to compromise whatever safety factor we have above max weight. Same with the Mooney. Will it fly over gross? Sure. Thats for the test guys to figure out though.

Agreed. It will set the inbound course when the approach is loaded.

You can have a million posts debating the usefulness of the chute, but looking at the one hanging in the maintenance hangar where I get my annual brings a sense of the reality. It saved the two people flying the airplane over rugged mountains in idaho when they lost the entire left bank of cylinders as the case came apart. I love my Mooney, but wouldn’t hesitate to trade her for an airplane with a chute if one was in my price range.

TAS vs IAS. You can be cruising along at 300TAS and indicating 150ish. Probably right around 28,000’ where these things fly. In general though, you’re right, it’s definitely possible to be out of the envelope. An SR22 crashed over the Sierras after icing up and losing control. Pulled the chute well above envelope and ripped it apart on the way down.

As you lean, the one that leans first may go to 50lop or more/less because you have to continue leaning until the last one peaks. You want to keep leaning until the last one peaks. Note the gph difference between the two peaks.

No, that’s likely too far. Depends on your objectives, but if you’re around 65% power, much closer to peak will be fine. This discussion can be really long, but here’s the quick… first, set up normal cruise at full throttle, rpm set (2500?), and lean until the last cylinder peaks. If you’re around 65% power, just barely past peak will be fine. Check your CHTs and make sure they will be acceptable. They’ll be cooler than rop. If that last one to peak is a little warm, lean slightly more. It’ll be very sensitive to leaning at lop. Before messing around with lop at higher power, do a lot of reading and learning. You can’t really hurt anything at 65%, but it might be possible to hurt things playing around at 85% (for example). CHTs will be your guide. I look for less than 380.

A lot of the io360s will be fine lop without them, but if you do the test as @ArtVandelay suggested, and see greater than.5 gph difference between first and last cylinder egt peak, gammis will allow you to fine tune that. Even with them, there’s some delta and it takes playing around switching injectors and sending them back in order to get your best results.

I’m curious about this as you have the yaw damper… was it not holding the ball centered in cruise? Or maybe it was just working harder than it needed?

The $1500 pales in comparison to the number of curse words uttered while removing and replacing the fuel pump. Especially unhooking and hooking up the intake line. You’re welcome.

Landing is assured the minute it gets quiet . It’s just how close to a clear place you can get it. Inside an airport boundary is a great start!

A few drips of fuel out the sniffle valve is normal… you sure it’s the pump?

You sure it’s from the pump and not the (very similar and nearby) sniffle drain? Seems like an early death. They usually last a long time.

Exactly. It’s unlikely you can make that work out, but you can experiment with hitting the FAF clean at 170mph or so and see how it works. It’s not easy because you’re already in a bad spot and now you’re changing speeds while trying to remain on a glideslope. A non precision approach from a higher speed at the FAF MIGHT be possible. Just dice down to the mda or until you break out and continue visual from there…

Can you feel the fan output or do you just know it’s “running”? 30c oat is hot but not that hot. Need to make sure the fan intake / output isn’t blocked somehow. Like covered in dust/lint or maybe a scat hose jammed against the back of it?

Fellow USAF fighter pilot had that happen to her (obviously it’s a different type of control but same idea). She called back to Ops to describe what had happened as she held at 10,000’. There was no shortage of rude and salacious comments from the “popcorn eaters” gathered around the Ops desk while she described (in great detail) the “top of the stick” falling off in my hand and having to grab the bottom to maintain control. Couldn’t have happened to a better aviator though. Tough as nails and handled like a pro.