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About PaulM

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  1. You might try swapping the CHT probe (2 to 4) and see if the problem follows the probe or stays with the cylinder. I had EGT #2 + #6 go bad last month... and #2 die again after 4 hours (infant mortality) but those failed low (as you would expect in a TC short down the probe) . Also CHT #5 failed during the annual, which they said went high then off the chart and XXX etc.. I also saw a CHT probe in a Seneca indicate way hot 800+ which seems to be a similar failure. On my Bravo #2 is the coolest and #1 and #3 are the hottest and your test was at a lower MP (29.1)? I don't think I can break 400 at that MP... it has to be cowls closed > 32" to generate that heat. Running the peak lean test will also tell you if an injector is blocked.. since it would peak well before the others. When EGT#2 went bad (read 100F lower than all of the other EGT's) I didn't know at first if it was a probe or a blocked injector, but during lean it peaked right along with all of the other EGT's.. showing that it was a relative problem and probably a probe issue. To answer a previous question the turbo sits below Cyl#6.. here is the parts book. Could you have a blocked exhaust valve oil port? I had #2 and #4 leak this last winter.
  2. I had mine fail/(knocked) during an oil change last year.. The pickup on the mag is very delicate and had to be re-soldered. I suspect that the strain relief is holding the wire in place but electrically the bonding is dodgy.
  3. IF you file SAX ->D (starting from the VOR not the ground) and talk to ZNY in the air you can get that routing. Otherwise you are talking to ABE approach, and they always send you to FJC.. and the computer just loves LAAYK from there. part of the problem is that rwy25 departures are ABE...and rwy7 is ZNY.. At best I will get FJC -> HUO -> from the computer, and the ABE controller will modify that to FJC -> SCOUP -> HUO.. since they will give you D->SCOUP as soon as you are radar identified and above the MVA. It is all the lost comm procedure, 1N7 to FJC is down the valley, where V162 is right on the mountain ridge. I only get good NorthEast/Boston/NH routes from KMMU (BREZY V39) ... further out the TEC system pushes you way north.
  4. The will convert it to MODNA... Just like LAAYK. Have you seen the routing from 1N7 to KHPN and other south CT airports? FJC LAAYK T216 IGN KHPN. That takes you half way to Albany.
  5. You can get -> Direct up to about Harrisburg PA... around ABE you will get shoved into the system (say hello to LAAYK).... Same thing westbound. ETX V30 PSB ->D and you will get ->D from ZNY as soon as you are handed up to them.
  6. I think part of it is "that is the way the ARTCC computer is programmed" and it does seem like the controllers like to keep you out of their way so they don't override it. When coming from the south you will get a re-route talking to Patuxent approach switching you from your AF V213 ENO V29 route (right over Modena) to ENO DQO MXE SBJ... which is exactly the same route to Modena.. and then sending you into central NJ rather than via ABE... until you get handed off to ZNY... who immediately vector you direct destination, and depending on the approach to 1N7 either hand you off to ABE, or keep you in ZNY. When I flew to Leesburg last year, went down via Lancaster and Fredrick almost direct (IFR for the SFRA)... Filed the same way back... Nope, V419 MXE!! SBJ!!! so I'm going to blame the computer. Silly stuff coming from the west as well, ZNY hands me off to Wilkes Barre approach, who amend the route to ->STW->1N7. (probably due to a LOA with ZNY) .. then hand me off to ABE... who immediately revises it back to ->1N7.. (ABE must have a different LOA with ZNY) You get similar things going NE.. File BREZY CMK HFD... the computer will correct you to BREZY V39 CMK V3 HFD. I bitched at Foreflight years ago about this... the TEC route includes the V#'s... but if you use their "route tool" the FF system strips them out, and then when you file, you don't get AF, since the computer wants them put back in.
  7. Seth, Have you thought about a Duke?... Dave's personal one is on his list:
  8. I think that this has promise. If/when they get the STC. The e-mag looks interesting as well.
  9. Yes, if you look at the diagram in the POH the Mooney parking brake is a valve between the rudder pistons and the brakes, so it holds the pressure that has already been applied. Cessna's current pull and turn system works differently and pulls the rudder pedals forward via a cable.. and the turn just locks it into place. I just checked and older Cessna systems were just hydro locks like our mooney.. I seem to remember that the 172N we had (1982) was the newer system.
  10. I ordered this 12v unit.. I'll give a pirep after it comes in:
  11. The report looks good, and the SDA is 2.. so that should provide the TIS-B rebroadcast data. What does the "status" ADS-B page look like in Garmin pilot? It has lines for ownship detection. that data should match your transponder + N#. (I'm a stratus 1+ foreflight user)
  12. The report says that he is IN "DUAL" which is the proper configuration for a GDL39. so the ground should be feeding the TIS-B traffic in his hockeypuck. It says Link version 2. No matter what, if the ground station receives an ADSB-out signal in the air the ground stations should send the TIS-B data out for that 15NM puck. (I suppose if you said adsb-in *None* then it wouldn't).. I think there is a more verbose copy of that report that you can query (Please send it) . I would suspect that if the air/ground determination is off that could affect it. "The antenna icon shows a red X." That implies that you are not receiving any TIS-B traffic... from anyone. you should see TIS-B traffic around any ADSB-out target that is in contact with the ground station (not just you) . a GDL39 doesn't just see your TIS-B traffic... it sees any TIS-B traffic being sent from that tower.... but the tower only broadcasts hockey puck's that it knows of. are you getting FIS-B weather?
  13. Back about 25 years ago I designed multichannel A/D systems for 4-20mA & TC work for general scientific datalogging. We used a platinum RTD at the reference junction, the issue isn't really cross board drift. the TC voltage differential is from where you switch from the common materials (copper) to the dissimilar metals (K, J etc) Therefore that is the back shell where the K wire is terminated into the copper pins. I would have expected the probe at the back shell to have been an RTD.. but the maint manual says that it is a K TC.. which implies that the GEA 71 has another internal reference (probably a silicon chip near the A/D), and actually has the Yellow/Red K type wire internally to just measure the refrerence point. Inline splices all depend on the temperature gradient across the splice, critical for precision work but not significant with 1500F. The airplane installations that I have seen all have one splice between the airframe wiring and the probe. If the connectors are the proper metal, then it won't be an issue. I am leery of the temperature compensation in the older analog modules.. often the EGT gauges wouldn't be compensated and that is why they are just calibrated to a peak, but I assume all of the modern digital systems get the compensation correct and are accurate to a couple of degrees.
  14. Since Don has a MVP50 it isn't the temperature compensation circuit. The G1000 uses a K thermocouple for the reference junction. I would go with the fuel getting colder and therefore more dense.. That enriches the mixture, which would lower the TIT and allow further leaning.. I will check on the next long flight if I see differences. The flow meter expects a standard density of fuel. Jets measure in lbs for this reason and their meters are mass flow devices.
  15. Don, Is your TIT gauge the original Alcor dial, or do you have a JPI digital system?