druidjaidan

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About druidjaidan

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    Full Member

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  • Location
    Kirkland, WA
  • Reg #
    N9391m
  • Model
    M20F

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  1. During my last trip we discovered our year old LED landing light wasn't working. We didn't need it on the trip thankfully so we just left it off until we got back home. We decided to take a look while we were changing our oil and the issue was immediately obvious. The ground wire from the landing light had been installed under tension with no slack and had broken at the eyelet terminal. The wire is a bit weird, it clearly is some form of high temp shielded wire. Does anyone have a spec for this wire?
  2. druidjaidan

    Spark plugs abnormal wear

    Takeoff gets us around 17.5 GPH. We've never seen very high CHTs.
  3. druidjaidan

    Spark plugs abnormal wear

    Talked to the support rep at tempest. His initial thought was that it was "failure to rotate the plugs". He ended backtracking that pretty hard when I pointed out just how chucks appeared to be missing and told me to send a few plugs in for analysis. We'll see. As for temperatures. It certainly possible, but the damage doesn't really resemble the examples I see online for any of the preignition or detonation. The engine has been perfectly smooth running, and makes normal power. All of which I wouldn't expect if something had been drastically wrong like that or a mistimed mag. Unfortunately we can't pull engine monitor history, we only have a JPI Scanner. We've actually been more concerned about too cold than too hot since we bought the plane. During the winter we struggle to make it to the green arc for CHT and the scanner reading 280-320, maybe getting to 360 during a long climb in the summer. Obviously something is happening or happened, we'll see what Tempest says when they get the plugs.
  4. druidjaidan

    Spark plugs abnormal wear

    Tempest UREM38E. I sent an email to a couple people listed as support contacts on the tempest site. I'll see if they get back to me with their thoughts.
  5. We took our plane up to a local MSC to have the 100hr AD's done, a few squawks taken care of, and other preventive maintenance. We pulled the plugs to clean and gap them and found something my mechanic had never seen before. The bottom plugs for cylinders 1, 2, and 3 look like they've been blown apart. These plugs have about 250hours on them.
  6. druidjaidan

    Flat tire on landing

    Oh I'm grateful, or at least my partner is =). I wouldn't wish him to be stranded, we got great help in the past when similar issues struck us so I totally understand. Also just because someone helped doesn't IMO give them a blank check. A lot of it is reasonable, the materials cost is reasonable, the call out fee is reasonable. The shop rate is....annoyingly high (places we normally go to are 80-120/hr), but the field rate is what the field rate is and just means I wouldn't go to them in the future. So the main question probably not clear: My reaction was WTF 3.5 hours to do the tire? Seriously? But I've never done it myself yet so I didn't know if that was reasonable.
  7. druidjaidan

    Flat tire on landing

    I think you might misunderstand my response. It was just clarification that I meant 3.5hours at $159/hr.
  8. druidjaidan

    Flat tire on landing

    Sorry the labor was in no way cheap. It was $159 per hour, $556
  9. My partner landed to get fuel at a moderately busy class delta this past Sunday and had a flat on touchdown. Unfortunate, but everyone was fine as was the plane. The bill was a bit more of a shock than I expected though. So I'm curious if this is line with others experience and we just need to suck it up or if we should complain a bit. The breakdown was: Callout fee ($200) Mechanic 3.5 hours * $159. Tube, Tire, misc materials: $255 Total was a bit north of $1000 The materials cost seems fine to me, a bit more than if we'd bought the same thing ourselves but not incredibly so. The callout is annoying, but par for the course. The mechanic rate is pretty insane, like 60-100% more expensive than any mechanic we've hired before, but the part that surprised me was 3.5 hours to do the tire change??
  10. druidjaidan

    M20F Approach Configuration

    We discussed it earlier and I thought you had concluded I had it right for my model year =). I promise you that my Vfe is 105mph and Vle is 120mph on my 66 F, I have all the early model stuff: retractable step, smooth control surfaces, manual gear, etc. That Vfe changes a lot of things power setting wise I imagine. I think I've worked out the MP issue and I'm going to have a mechanic address it (no vent hole in the MP line). But that doesn't affect the RPM range issue or the effective power issue, just the gauge calibration (and I believe my 3" offset from the MAPA number). The governor doesn't know anything about what the MP gauge is reading =). I believe the RPM to be accurate, but I'll likely have it checked while in as well. None of this I think changes the issue we ran into being that a Vfe (105mph) we were unable to maintain glideslope with flaps extended and power outside the red arc.
  11. druidjaidan

    M20F Approach Configuration

    Counterpoint: If we put in flaps we can't maintain a stable approach outside the red range. With my flaps being limited to 105mph our power setting required to maintain glideslope is within the red range. If we remove the flaps the power setting drops below the red arc for a 105mph approach and above it for a 120mph approach (and obviously we can't add flaps for the 120mph approach due to the lower Vfe).
  12. druidjaidan

    M20F Approach Configuration

    Level at about 15.5" will get me settled at 120mph, just enough to get the gear down. Unless I misread your post it sounds like 15 or 16 inches will get you down to flaps range (105mph) with gear up since you're dropping gear at GS intercept.
  13. druidjaidan

    M20F Approach Configuration

    Mine is also "avoid continuous operation". I've gotten some mixed signals on what exactly that means across a couple threads reading about it. The description I've heard most commonly though is that you can transit the RPM range, but you shouldn't stop in it. That implies to me that an approach shouldn't be flown in the red range. I'm not sure what qualifies as "continuous". It's a nice ambiguous term. Is 30 seconds continuous, is 2 minutes continuous, 15min, is anytime the needle stops continuous?
  14. druidjaidan

    M20F Approach Configuration

    There has to be something up with our MP gauge at lower settings. There is no way in hell my plane is making it to flaps speed at 15-16 inches with gear up. At that range I will just barely make it to gear speed in level flight after about 90seconds.
  15. druidjaidan

    M20F Approach Configuration

    Yeah speed mods are certainly part of the issue. Our plane as the 201 shield, the cowl enclosure some gap seals and the one piece belly all from a previous owner. I'm sure that's weighing in on the differences. I also have a few questions about the accuracy of our MP gauge at low power settings that I plan to have looked at in a couple weeks when we're able to get into the on field shop to get a few other things looked at. The main problem we ran into is this: Starting on approach level at 105mph and configured as: Flaps set to approach (takeoff setting) and gear down. Then at the FAF we reduced power for the glide slope which put us right at about 12" MP, and the prop hits the governor limit and dropped to about 2275 RPM in the red range. If we reduced power to get out of the red we dropped well below glide path. If we pushed up to enough to maintain 2350 we'd drift above glideslope. If we go no flaps then both the 105 and 120 configurations and associated narrative about when and how to configure seem to work out just fine for maintaining glideslope (other than my 3" difference). It just makes the transition a lot more dicey since my usual VFR approach has us on final, full flaps, 80mph and slowing to about 75 over the fence.