par

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About par

  • Rank
    Senior Member
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Profile Information

  • Gender
    Male
  • Location
    VA Beach
  • Interests
    Flying
  • Model
    1963 20C

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  1. I attempted a full power run like you are describing and I also have a 3 blade prop. I noted an increased amount of vibration at full power. Is this a common issue with a 3 blade prop? If so, what is the solution?
  2. I think I'm finishing fighting the CHT issue. The plane is almost twice my age and seems to have done fine so far and I'm starting to think we often end up chasing ghosts with these mic century machinery. I'm just going to live with the high CHT's on TO as long compressions are good and nothing else is amiss. the JPI is great and a must have in my opinion. This is especially important when we are dealing with engines that do not run to modern standards. The ability to monitor every aspect of the engine is vital for us.
  3. You do not need to spend 5k for a nice digital engine monitor with FF. My EDM-830 was $2600 installed by my mechanic and it has been worth every penny in terms of safety gained and engine health. PM me if you would like the details on my purchase (bought it from a MS member who is in the business of selling these items). You can't go wrong with it.
  4. The weather was good enough to let us sneak a flight into the day and it turned out to be a gorgeous day for it. I made this short video flying over the beach just north of Kitty Hawk after refueling at Dare County. Enjoy!
  5. Oddly enough, this phenomenon only happens to the wife....repeatedly.
  6. Fuel flow at T/O is over 18gph, which is normal. I'll download the data and take a look. The temperature issue comes from Don Maxwell...not something I made up. I think its safe to assume he knows what he is talking about. I too have read all about how bad it is to see temps above 400 degrees but the only way that will happen in the heat is by taking off at a very low throttle setting. This plane had been around for well over 50 years and i'm sure this "problem" has always existed and yet here it is. A lot of things are still a mystery with these engines and it seems there is no clear answer or consensus on some topics.
  7. Yes, it is the factory setup for the doghouse (everything at right angles to optimize airflow, NOT). I will take a look for any holes during the upcoming annual but I did have my mechanic seal everything up last year the best he could. I do not know if the HP rating is completely accurate but I never take it to be. I'll call JPI and go through the programming again to make sure it is set correctly. I can tell you that the fuel flow is reading a little lower than actual based on the last couple of fill-ups. After a full tank, the JPI reads 2-4 gallons lower than what I actually use. So, the fuel flow displayed is lower than reality. I normally lean the engine to the point of roughness and refine it from there, rather than leaning to peak. Also, much like your take-off's, my #3 is usually the troublemaker that breaks 400 easily on hot days. I can usually manage to keep it below 400 or thereabouts in winter weather. I don't lose too much sleep over it though because several people, to include D. Maxwell, have told me not to worry even if I'm looking at 430 during take off as long as it is cooling back down during cruise. Generally speaking, even on the hottest of days, #3 will come back down below 400 within 3-5 mins of taking off.
  8. Just an update and a very positive review for Hawthorne out of Islip (KISP). Like I mentioned before, these guy claimed responsibility without me even asking and paid for my airfare out of NY the day after the issue was found along with my return fare to pick up the plane. They kept my mooney in the hangar for the 2 weeks that it remained in NY. Oh, and they also covered the gas for the trip...25ish gallons. I'm sure we can think of some places that would immediately try to place the blame on the pilot but Hawthorne is clearly top notch and above all of that. On previous trips, they have moved the mooney into the hangar if needed for wx without charging a fee. All in all, you can't go wrong with Hawthorne. Aside from this, the plane made it back home to its hangar today. It handled well on the ground and in the air. On the pre-flight, I thought I was sensing more slop in the rudder than I was used to but I think that was just me getting the best of myself. I ended up calling the shop that worked on the plane to confirm if they had looked at the entire system and they assured me they had and found everything to be in proper condition. The weather was also perfect for the flight back so all in all, a good end result. It was also nice to get a new set of eyes on the plane and sure enough they found and fixed several things. The biggest safety concern was rusting hardware on the throttle linkage and some leaking hose couplers. I am hopeful that this will fix the oily mess that usually resides under the cowling.
  9. It does and I keep mine open all the time. If I close the, all CHT's go up.
  10. My IA looked at all of this and made improvements just a year ago. What exactly am I looking for? This issue only exists when the engine is leaned out. Everything is well within limits during climbout on #4.
  11. Gents, here is a picture I took today on a flight back from NY. This is in a carbeurated C and as you guys can see, the #4 CHT is significantly higher than the rest. Usually, #2 and #4 are pretty well matched and #1 and #3 are 30-50 degrees lower. This is with the engine leaned of course. When full rich, #3 is the hotter cylinder with the other 3 relatively well matched. So, what do you guys think I should do? I know the cylinder is not being harmed at that temperature but I would like it to better matched.
  12. When I was new to my C, I also had got starting issues. They were much like yours and almost exactly the same. Over time I learned that with a hot start, I have to pump the throttle a couple times with the engine turning and it will generally fire right up when I do so. Also, just like your C, cold starting is not an issue at all except on the exceptionally cold mornings. If you haven't tried this method, I would recommend it at least a few times before you open up your wallet for a problem that may not exist.
  13. Trust me, there's no way in hell I would attempt this. No flight is worth that risk, especially one with your family in it.
  14. There is absolutely no sign of rust on the broken link.
  15. All I know is that the plane was parked by me on the previous flight in working condition. I would not have been able to make the last 90 degree turn to the parking spot as I did with a broken link. The way they had parked the plane when I returned, would absolutely have required a 180 degree turn. Also, my discs were replaced just a year ago and I highly doubt this level of damage would have been missed. I am very careful about not over turning and I'm the only person who operates this aircraft.