Jim F

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About Jim F

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    Full Member

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  • Gender
    Male
  • Location
    C83
  • Model
    M20K A&P

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  1. Jim F started following SureFly Certified, Mooney Aerodynamics, IO550 idle issues and and 7 others
  2. Jim F
    Hi Skip, Just to add some air race history. It is my understanding that Pete Law (Skunk works) and Dave Zeuschel first added a spray bar to the P-51 radiator scoop in 1971 Read more at https://www.airspacemag.com/flight-today/how-reno-racers-keep-their-cool-16828199/#4rY6g4xyOSQFBr5t.99 The idea was to reduce drag by making the radiator intake smaller and add ADI spray bar to lower the inlet air temp(evaporative cooling). I love this thread.....
  3. Jim F
    One thing I would do before adjusting the fuel flows would be to pressure check the induction system. Its more likely that a induction hose clamp is loose and at idle you're too lean. Then verify low unmetered fuel pressure and idle mixture. jim
  4. Jim F
    Hi Parker, Induction Tubes? Is that GB to LB induction upgrade?
  5. Jim F
    I installed a 830 8 years ago over on the co-pilots side up high. I found it not always in my scan. This year I moved it right above the engine controls and I really like this position.
  6. Jim F
    Maybe this is just the thermal expansion of the oil?
  7. Jim F
    Well I fly out of a 1800ft asphalt strip and yes I retract the flaps on every landing. I think this is a small added risk, but here is how I mitigate that risk. On landing, if I am hot by +10 its a go around, if I am not on the runway by first 500ft its a go around, on touchdown I say these are the flaps and I retract the flaps. Light braking at first and harder as I slow. After I moved to this strip I graded an additional 500ft grass over run and I only used it once on a wind change on touchdown. Its speed control and I am much better now and I try to fly every landing the same with the exception of IFR approach landings to much longer runways. On takeoff, I always, use takeoff flaps, call out airspeed alive, I call out V1 (just added - thank you MSers) 80% takeoff speed by 50% runway length( I marked the runway for the mid point) I call out VR - and rotate, I call out positive rate of climb wheel up, and climb out at Vx to 800ft. Jim
  8. Jim F

    Hi 231MJ,

    It was nice to meet you at C83.  I volunteer with the Patriots as crew chief of jet #4 and SIC of the Saberliner.  I have my 231 at 4CA2.

    I worked a Victors back in the day and if you ever have question let me know. 

    Jim

  9. Jim F
    My hanger elf said only the last shot was CGI...
  10. Jim F
    It’s a small world, when you own a Mooney....
  11. Jim F

    is the 530W still available?

  12. Jim F
    +1 for Reno. I go every year and we get Box seats, B50. I have been to a lot of air shows and I crew for a private jet team. Watching pylon racing is my favorite, 50ft of the deck and wing tip to wing tip, 400mph for sport, 500mph for unlimited and Jet is 520mph. It’s the most amazing thing to watch and you can feel the speed. It’s a must to get pit passes, you can talk with the pilots and crew. Jim
  13. Jim F
    I was at the hanger today and here is the pic. I have a 81’ 231. It looks like modeling clay and is still playable. I don’t see any harm in just filling the gap in with clay.
  14. Jim F

    Hi Paul,

    I was hoping I could pick your brain a bit.

    I have a 231 with a TSIO-360GB3(1756hr TT) and it developed a fuel leak at the engine driven fuel pump.  Looks like ~$1200 to rebuild from LyCon.  I can send the entire fuel system to Aircraft Accessories for a OH price of `$2000 and they can upgrade to LB fuel system for that price.  I was planning on changing to a LB at the OH but it looks like this might be a better time to do the conversion.  If you remember I worked at Victor in the 90s and set a ton of fuel flows. 

    Seems strange that a larger airflow opening in the throttle body can help the engine run cooler((Dt -20T CHT) from Ed don't know his last name author of Test Pilot Flying the M20K 231)

    The fuel flow set up is interesting, 

    Unmetered high (GB 45.0-49.0  -  LB 34.0-38.0)

    Metered Nozzle pressure (GB 16.7-19.3  -  LB 14.7 - 16.7)

    but the fuel in gal hr stays (23.0 - 24.7).  That must mean that the nozzles changed to a bigger orifice and that's why the lower unmetered/ metered fuel pressure.  Is that the way you see it? 

    My question:

    Have you flown behind both GB and LB?  Does the LB run cooler?

    Do you know the specifics of the conversion, is the change only the fuel system?

    How do I deal with the signoff?  Does a repair station need to sigh off the GB to LB conversion?

    Thanks for your help

    Jim

  15. Jim F
    Thanks Clarence, sorry about miss representing your engine. As you know its an IO-720 that you have up front and somehow I slighted you 320 Cu in. I guess I mixed the horsepower in there but I should know better. Thanks for your insight
  16. Jim F
    Hi Clarence, My guess is that you also work on other IO-400s do you see your plane starting easier then the other IO-400s? I am interested if starting on two mags has any benefit. My guess is that starting is more about fuel/air mixture then spark. As always thanks for your expertise. Jim