Brandontwalker

Do you have the MH inline regulator, or are you running it straight from the aircraft o2 supply? Sent from my iPhone using Tapatalk

Alright Scott... Let's hear your best sales pitch.

I am unsure if my airport has O2, but, like you, I have a refill station in my hangar for the portable system I used in my J for flights in the low teens and night cross country flights. I used Oxysaver cannulas with that system, but am expecting more frequent O2 level flights with the new plane. Frankly, the clutter aspect is what gives me the most pause with a pulse demand system.

I absolutely agree. I have two pulse oximeters (one for me and one for passengers).

I am moving into a turbo Mooney and, for the first time, am assessing options on different oxygen systems. The plane I am purchasing has a built in system with a 115cf tank. What are you guys running? Direct cannulas/masks? Oxysaver cannulas? Pulse Demand (Mountain High O2D2/Precise Flight/Others...)? What about masks? Are you using a standard mask or one with a built in mic (I don't even know how communications would work with a mic-less mask)? I am leaning toward a pulse demand system at present, but I am a bit of a minimalist and want to keep the hoses neat and hidden. Also, I have seen pics of some MH installs and they conflict with my preferred cup holder location :). With that said, let's hear your opinions and show off your install pics! Brandon

So… Peter is abandoning all of the original Raptor except the fuselage (kind of). Add a wholly new experimental power set up and you have the Raptor NG. I wish he would have learned from the past and not tried so much at once. We will see how it does. https://raptoraircraft.medium.com/raptor-ng-the-next-generation-cf3e4719b2d3 Sent from my iPhone using Tapatalk

I saw this post pop up and completely forget I started it 3 years ago. Sadly, I pulled my deposit on the Raptor sever months ago. Another Mooney is in my near future. Sent from my iPhone using Tapatalk

Hey FF! It has been a while since I checked in. I purchased all materials and obtained the requisite FAA burn certs. I then had a local auto upholstery shop do the work. Unfortunately, they went out of business a couple of years ago.

So my Mooney was dropped off at the engine shop on Friday. Although compressions were 80/80, we pulled the cylinder and immediately discovered one of the compression rings was shattered and there was a spiral gouge on the cylinder wall. Long post short, cylinder 3 is getting replaced with a factory new assembly from Lycoming. Obviously not the cheapest outcome, but at least it will be fixed and reliable again. I truly appreciate everyone’s input as I am sure you saved me a small mint in troubleshooting costs. Sent from my iPhone using Tapatalk

No roughness whatsoever.

This weekend was full of more troubleshooting failures. All loose baffling was secured with owner produced parts (safety wire and springs) to see if the issue would be altered. Temps were initially hovering around 400, but I was not surprised as the ambient temperature was in the 80’s and I was running it hard at low altitude. However, a new problem manifested in cylinder 3 in the form of sharply declining egt. CHT reduced with the decline in EGT. The latest log is posted below. I’m done. It is getting checked in to the engine shop tomorrow. I appreciate all of your help. In the event I don’t shoot it like a lame horse, I will post the findings. https://apps.savvyaviation.com/flights/3944915/5a6ed33f-a851-4cad-8a1d-850460430ace

Negative. Throttle, mixture, and prop were constant during the spike.

According to the IPC, a $57 spring should go here. I could see how a spring may keep the rear baffle from closing when the pressure forces the front baffle open more. Still struggling with the temperature spike though.

Another Saturday...another day of testing. Today was spent looking over baffling. The top baffling looks great and there are no signs of light entering when a flashlight is dropped in the oil access. However, the baffling on the bottom is suspect. I have attached a video, but I noted that the baffling on the bottom of cylinder 3 was pulled tight against the fins. Interestingly, the bottom baffling on cylinders 1 and 3 are connected with safety wire. I loosened the safety wire to create a larger gap on cylinder 3 and took a flight. Initially, everything looked good. However, toward the end of the flight, there was a spike in temperature on cylinder 3. The spike in temperature just seems odd to me. Because it hit 435, I pulled cowl flaps half open and was able to cool the cylinder down. In the video you can see that if more air is forced through cylinder 1, cylinder 3 would be pulled closed. Could this be happening in flight? If so, then why only the one spike in temperature? More logs are also attached below. https://apps.savvyaviation.com/flights/3941952/28d82841-961b-4410-8362-f9d4371f3741 IMG_0841.MOV

I feel like a knucklehead. I forgot to mention that, I swapped the probe from cylinder 1 to 3 on that flight to test the JPI sensor/harness. Cylinder 1 on the readout is actually cylinder 3...