PaulM

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About PaulM

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  • Location
    1N7 NJ
  • Reg #
    N98JT
  • Model
    M20M

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  1. Full power means the available power with the turbo... What this means is that we need to have the MP first (231's know that the MP is a limit you can exceed) ... and then the mixture to match it... With the turbo at idle we are a normally aspirated engine and need to be lean at altitude to idle. the problem is that the Boost pump + max rich is set for sea level operations and at a high density altitude it is too rich for idle operations. We aren't too lean.. we are too rich... so you land "leaned"... and then don't take off or go around until you have the MP first.. Then to the fuel injector, it is a 34" ISA takeoff. I have only seen this problem at 6K + 90F. and a hot restart.... 6K +90.. 1st start didn't require any leaning. I suspect that this is near the limit.
  2. I have seen a similar problem at 6K (KPUC) in Utah on a hot day last year in my Bravo, The engine didn't stop after landing, but on restart I had to run it lean on the ground until ready for takeoff. Here is the problem, turbo'd planes want full rich, when the turbo is generating 34".... but that is way too rich at altitude when you are idling and the turbo isn't spooled up. So, now we discuss best practices. For start and takeoff you start somewhat leaner than full, whatever is necessary to keep it running... then on takeoff once the turbo is spooled up, you switch it to full rich. And that seems to be what is needed for landing. You shouldn't go full rich until you are on the go-around.... The plane will fly fine kept at the cruise/descent lean point, it just won't have the full cooling in the go-around of full rich but you will have full power.
  3. Thank you Scott for the detail, The information we needed to know was that TWC was getting data from the raw radar sweeps, and not the summary mosaic from NWS. Given that the raw input data updates faster than every 5 mins, and that TWC was building its own mosaic we see that it is reasonable to have some data change, and therefore a different dataset to present on the 2.5m cycle.
  4. PaulM

    Philadelphia Area Airports

    KVAY.. South Jersey regional.. 100LL is not 24/7. N47 is Pottstown... 47N is Central jersey, and not near philly. I just landed at KPHL and paid the fuel/fee... Since I needed to be downtown.
  5. PaulM

    Flying into DC SFRA

    I just flew IFR into Leesburg... removes all questions.. Just keep your squawk. IFR back out to NJ... damn that route sucked... via MODENA... but you can get clearance on the ground. Just file... and contact Potomac to get a squawk.. If you are IFR... then the limits don't exist.. less stress vs the VFR zones. Flight following will be fine.. they just want to know where you are. If you are FF they won't switch you to the VFR codes, just keep the code to the ground.
  6. I did that route about 20 years ago in a J model VFR KBLI KSFF KLWT. 9-10K or so.. You won't have any problems.. I did it last year, IFR but in a Bravo, 95D KGPI KFHR 12K..
  7. PaulM

    self-service O2

    I'm sure there is data in the other threads.... but I have this system: (Scott filler for mooneys) http://www.chiefaircraft.com/ao-fbo-1.html that is a 2 tank cascade. and I picked up a CGA 570 to CGA 870 to fill portable bottles. I found old 250cf bottles on eBay, and swapped them with tractor supply (Blue pony)... no rental charges etc. You need a hangar to keep the bottles in.. Keep the tools just for oxygen... don't use them on the plane. Fills should only be $20 or so... but at most places o2 fills are only for maintenance (jets) , so the line guys don't do it, they require an AP... so the $90 is really AP time.. Also when traveling, bring your own scott adapter... I tried to get a fill in Utah, they had a 4 tank cascade, but they didn't have my adapter... so now I bring my own.
  8. PaulM

    Allentown Approach Phone #

    I can confirm it is: 1-800-728-6322... And if you are close to NY approach: 1-800-645-3206.
  9. PaulM

    201 Schematic / Bad Avionics Relay?

    The GPU plug includes 3 pins.. "engage (28V)" "+v(28)" and GND... it is designed that the larger +/GND pins engage first.. and then once the "engage" pin mates it triggers the relay that connects the +(28) to the battery bus.. by this time the +28V connections already has good solid contact. The relay is there so that the socket doesn't normally have any voltage on it... you need the plug to connect it to the system. switch is fine.... so you have to check that the relay is actually triggering, and that the contacts haven't been welded.
  10. PaulM

    201 Schematic / Bad Avionics Relay?

    Generally avionics relays are "fail engaged".... and when energized remove power from the radio bus. When you turn on the master relay, the radio master immediately "removes" the power from the radio bus. (if the switch is in the correct position). http://mooney.free.fr/Manuels M20J/M20J/Mooney Service Manuel M20J Vol. 2 of 2.pdf What I see is that if either the starter is engaged, or the switch commands it, the relay should close and "remove" power... It looks like there are 3-4 paths through the relay so that if any one of the contacts fails it will still transfer power. So, if the master cuts out when you hit the starter.. then it is the switch... if not.. then the relay.. you can hit the relay with + voltage and it should click. Also check the connection from the relay to ground.. if that is broken then it won't activate with either the starter or the switch. really easy to debug with a volt meter.
  11. PaulM

    G-OBAL refit

    Worse, than that... you can have a Degree in Engineering.. but If you have not passed the state PE (Professional Engineering) test you can't call yourself an Engineer in that state. TX was notorious for this. Usually only Engineering disciplines that were required to sign government paperwork would get the PE... therefore almost all Electrical Engineers don't have it.. Some MechE and ChemE have it.. and Almost all Civil Engineers have one..
  12. PaulM

    Oshkosh Tie-down Anchor/Gear Reccomendations

    I built copies of this anchor for about $20 in home depot parts... 4' of angle aluminum.. 3 stainless fence clamps & a bunch of galvanized stakes. http://stormforcetiedowns.com Simple design, and properly placed should have all anchor stakes engaged.
  13. PaulM

    Flying with guns?

    #1 Don't ask, don't tell.. random boxes are random boxes..lots of hunters fly. #2, Do not fly into Logan.. Massport has internal rules against any weapons on the airport, exemption only for LEO... as an endpoint you loose the traveling coverage, so only MA law applies. #3.. In general while you are "traveling" ie gas stops.. even required overnight, then the Federal interstate rules govern, but the states (Like NJ) ignore them (You win on appeal, how nice). Once you have reached your destination (no Longer traveling) then the remote state laws govern. With all of the Assault weapons, mag limits, etc know the other state's laws. FBO's don't care, and don't want to know... you aren't violating any laws, and there are no part 91 storage requirements, but I would make sure that if I had an emergency landing that I wouldn't be particularly incompatible with that state's laws.... as the trip has ended. Most allow all travel with secured firearms.. only a few require special rules (NY, pistols with license or confirmed attendance of a shooting competition) .. NFA items are another tier.
  14. PaulM

    M20M TLS Wiring Diagram

    Sent in a PM:
  15. the FAA can get complicated and touchy in these sort of areas. this one determined that the arrangement was right on the edge of permissible. https://www.faa.gov/about/office_org/headquarters_offices/agc/practice_areas/regulations/interpretations/data/interps/1993/green - (1993) legal interpretation.pdf And this later one seemed to be tougher. https://www.faa.gov/about/office_org/headquarters_offices/agc/practice_areas/regulations/interpretations/data/interps/2007/fabian - (2007) legal interpretation.pdf They want the owner/Lessor to understand that they are in control of the flight and legally responsible (to some extent) that the plane was flying. Search through the legal replies on that site and you will see some subtleties ... and that things that seem to be ok in the 1980's to 90's are being told "no" in later opinions..