EarthboundMisfit

We had a boost pump problem very early in our ownership similar to what you've described. In our case was all working one moment, not working the next. Short version: Bench tested the Weldon pump (A8152-B). It was kaput, so new pump bought and installed. Problem not solved, as the boost pump controller was ALSO busted. Replaced a burnt out component, and everything then went back to normal. No issues since (6 years ago). (As we just happened to have an electrical engineer in our group, we took a look inside the suspect controller and discovered that a rather cheap component, readily available at the local electrical component store, was the root cause of the failure. We no longer use LO BOOST operationally.) Also, the pump outlet is rated at 18.5GPH flow at 15PSIG (24VDC). On the G1000 engine page, we see peak FF of approx 13GPH when priming the engine using HI BOOST (THROT, PROP and MIX all full forward). Hope all that is useful. Happy to do the longer version if needed.

Just for fun, a short AI made podcast by combining th POH + G1000 user manual + M20R service and maintenance manual + Google AI. https://notebooklm.google.com/notebook/2f036f5e-1146-4390-a8bf-8af34839fda9/audio

If you're new to LOP ops, the APS course is the benchmark for understanding engine management. There is an online version ($395, cheapest learning you might ever have!) - https://www.advancedpilot.com/onlinecourse.html - and the classroom course where you can bounce your thoughts off others is worth attending. Then you get to apply those principles to your own aircraft. Should be part of the PPL curriculum!!

Opening post updated.

Hello Eric, I see similar OAT's here in my part of the world in summer. When you say very high CHT's, what numbers are you seeing? Pics or video to share? I have found that running low boost at WOT and ROP increases FF by only 0.1 GPH or so. In other words, negligible. Our engine is 280hp and we're set at 25.5GPH on takeoff. I like your 27.5GPH better. We are typically ISA+20 here, and we rarely have a need for Vx or Vy climbs. So cruise climbing full rich at 120KIAS (or more) keeps CHT's in a range of 320F-350F or so. This profile allows climb performance of over 1000fpm at sea level. Our no. 5 cylinder is hottest. often around 370-380 in climb due to the alternator blocking airflow. The natural enrichment of mixture during climb is most noticeable above 3000' AMSL. Adjusting FF higher (to N model settings) would be an interesting experiment. I'd have no fear of testing it to see if it improved the situation, afterall the red knob can reduce the FF if it's too much. Hope this is useful. Hayden

We are experiencing an intermittent static issue with our G1000 COM1 radio. If anyone has had this before, and solved it, we would be grateful for insight. All steps taken so far have been suggested by Garmin, but no resolution yet. Symptoms Intermittent static above approx. 4500’ on some freqs but not others. It sounds like the COM has been set to manual squelch. Video Troubleshooting steps so far Increased the squelch threshold. Issue seemed to be resolved, but then returned. Static wicks checked for continuity COM1 antenna verified as the forward antenna. Grounding OK, no corrosion, wiring continuity OK. Swapped GIA’s over - issue stayed on COM1 Update - 15 October Thanks all for the suggestions so far. We plan to try swapping antennas next. Confusingly, on the last several flights, the COM1 squelch noise hasn't been present. Recent work done was the replacement of worn alternator brushes (two flights ago). I will update this thread as we learn more.

@NickG Is your display able to show all cylinder data (EGT and CHT) simultaneously? Curious to see actual temps.

@FJC Do you have an engine settings pic? Aircon on yours?

Would love to see some engine page pics/data for your IO550. WOT and LOP for us in cruise. Typically 175TAS at 12.5GPH. Our settings in the pics. Have also posted a reel/video of our leaning procedure on FaceBook - https://www.facebook.com/reel/1433105633994967

A 0.3lb increase over 100LL. Not a deal breaker for my operations.

Very informative stuff from Martin Pauly. More energy content than 100LL - yes please!

To me a Mooney means speed and efficiency. To another punter "runways, long runways" was the reaction. Just a smiley faced dig at the brand, or a fair criticism? Is this a common perception of Mooneys? I'm happy with the way our Ovation performs in our part of the world, so the comment is at odds with my Mooney experience. So, as a hangar talk topic, curious to know what your reaction to the comment is?

Garmin held an online webinar last evening: Avionics Down Under - G1000 to G1000 NXi Upgrade: Bring New Capabilities to Your Cockpit This webinar was presented by a sales representative and was clearly a sales pitch to owners of aircraft already qualified for the upgrade from legacy G1000. Garmin provided pricing on upgrades for various models, as this is done by their dealer network. 2-display systems around $US25K, 3-display systems around $US50-60K. Only pricing they couldn’t advise was for Cessna Citation Mustang, as Garmin do not do the work - Textron requires this model to be done in-house at a Cessna shop. Presenter confirmed the upgrade involves change of GDU’s (Garmin Display Units) only. Legacy GDU’s must be returned to Garmin. Daher offer the upgrade via SB for the Kodiak 100. Textron require the purchase of a “Letter of Authorisation” (LOA) to upgrade a Beechcraft or Cessna. A C172 LOA is $US4000. Upgrades not available on Cirrus airframes “yet”. Don’t recall seeing Diamond in the list either. I asked two questions: Q: Can Garmin supply a WAAS LRU (ie GIA63/W) as part of the upgrade? A: No. Garmin no longer manufacture these. They would need to be sourced from the “grey market”. Q: Is GIA64 an alternative to GIA63W? A: No, as there are “communication issues” and that LRU can’t be integrated. To me, both responses are a bit of a smoke screen: 1. Garmin no longer make GIA63 and GIA63W, but they are in their spares pool, so I think they don’t want to reduce their stock of spares. 2. GIA64 is the default GPS/NAV/COM box now in OEM G1000NXi. Mooney used GIA64 on the Ultras (I took a photo of the avionics bay from serial #33-0011 from my last visit to the factory in November 2018).

Good question. I plan to ask these guys in May.

Haven't seen it mentioned yet, so I'll take a different tack (fearful, theory-only types might like to look away). This approach will require thought and self-consideration (or mental rehearsal) on your part, but will give you confidence in your machine and its equipment. If you're trying to discover the actual figures for your aircraft, here's an exercise you could try. Take off with a low amount of fuel in one wing, but plenty in the other. In straight and level cruise, preferably with George the autopilot driving, set the fuel selector to the low fuel wing. Prepare your mind for the engine to stop. Remain calm. As your fuel quantity gauge reads zero, watch your EGT gauge: it reads zero as the fire goes out, and CHT's will trend downwards. Wait a minute, look at that windmilling propeller, observe how the plane still flies, savour the experience. Notice how the prop doesn't stop turning, and recall that air and spark are still present in the combustion chamber, and that you've only removed fuel from the equation. Calmly switch to the other (high fuel) tank. As fuel meets air and spark again, combustion resumes (confirmed by EGT numbers again) and you can feel safe and satisfied knowing that all conforming engines are required to behave this way. Return to land, and when you get back to your hangar, drain the remaining fuel from the "low" wing. That will be the amount of fuel (in that side) you cannot depart on. Repeat for the other side. Polite discussion welcomed.

I use my EFB for W&B.

A fantastically told story on a Mooney pilot who passed out from CO posoning and survived to tell the tale - https://www.youtube.com/watch?v=6ebhig-vr9o

Are you running ROP or LOP in those photos? For comparison our IO-550G in cruise (9000ft, approx 20 deg LOP) last week:

Two years ago, the electric trim failed on our 2005 Ovation 2GX with STEC AP. The AP no longer turned the trim wheel (but we could move it manually), and the stepper/pitch motor would still move the control wheel forward and aft. Apparently AP computer was fried, so we had it replaced. The elec trim failed again on next flight as AP was engaged. Hmm... AP was fried again, and this time encouraged avionics folks to find root cause first. This is what they reported: Electric trim reported still inoperative following previous repair of flight computer. Removed computer for bench assessment/repair. Computer found unserviceable, investigate aircraft for source of damage. Nil defects apparent during initial testing, able to run electric trim in both directions without excessive current draw and no presence of shorts on interfacing wiring. Manipulate/disturb wiring harness in attempt to reveal intermittent short, nil defects apparent. Found fault internal to trim servo, fault intermittent, found drawing excessive current. So, the trim servo had zapped two AP computers. Had the servo removed and overhauled, and the AP computer repaired (including replacing the blown internal fuse!). The servo had to go back to STEC, so we became better practiced at manually trimming for the month it was gone. No issues since. Echo the couple of comments on jackscrews - they need to stay greased/lubed.

The fairer sex might also find it interesting.

We have an Alpha Systems AOA. 1. Never use it 2. Nope. 3. 4. Calibration. Control wheel/column position is an excellent AoA indicator. Yeager wasn't a fan of them either:

Curious what the concern is here? POH says to check positive charge for both BATs before takeoff, then choose the one you want to use for the flight:

This might be semantics. I agree the coupling is designed to break. However, when it breaks, that's the failure mode to me. Couplings DO fail.

Second failed shear coupling on Ovation2 GX 29-0363. First failure was at 950 TTIS, latest at 1450 TTIS. No charging of BATs when on EMERG BUS at 2000+ RPM: Confirmed with no visible rotation of SBY ALT when manually turning propeller (IO-550-G(7)B with B&C Specialty Products standby alternator): This is what a failed shear coupling looks like: And the new (style of) coupling which seems beefier than the old one: Correct operation (+ve AMPS/charge) on EMERG BUS:

Is that a recent written statement by Lycoming? Here’s the APS rebuttal to Lycoming on LOP ops from many moons ago - https://www.advancedpilot.com/articles.php?action=article&articleid=1838