chrixxer

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chrixxer last won the day on August 1 2018

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About chrixxer

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    PPL+IR, Complex, High Performance
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    M20F

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  1. (1) Yeah, I asked for Tempest, but the A&P had Champions on hand, said they were "just as good," and I was about to leave on a long cross-country (TOA to SUS)... (2) No. My fuel totalizer is basically spot on (within .5 gallons/tank). E.g., the other day the totalizer said I had 16.8 on board; filling to the 50 gallon tabs, I took on 33.1 gallons. (3) Unlikely. It's usually spot on, too, and I'd think "wiring" or a bad 830 would show up more regularly. If I had to guess, Occam's Razor, I'd say it's more likely the GNS430W hadn't gotten a good fix early enough. There's some interesting terrain around there. And I just checked my ForeFlight track log, and it shows the same track I see in the map view of the JPI data (ForeFlight gets its GPS position data from the FDL-978-XVR, which in turn gets its data from the GNS430W). (4) The avionics shop that finally did everything I insisted on (swapping in a new factory CHT probe, etc) checked all the voltages with a Fluke and everything was within spec. I watched them do it. And I've never seen more than 15.x on take-off, even when I had the FS-450 (when I installed the -830 I had the transducer and GPS connections moved from the FS-450 (which I had removed) to the EDM). What I'm starting to think maybe happened ... Back in October, the A&P who was doing the "early annual"/etc following the emergency landing, was having a hard time getting the fuel pressure into the green arc. I know he sent the servo back to Precision Airmotive to be bench-adjusted; maybe they set the fuel flow too low, as part of the attempt to get the fuel pressure below the red line.
  2. I didn't get a chance to fly the SavvyAnalysis Pro Flight Test Profile this morning, there was a low layer keeping me (without filing for IFR, which complicates things) around 1,000' MSL out over the Pacific; I didn't want too far offshore, and the airspace around there can get convoluted. Also had to get back to the office for a client meeting, so I can afford whatever comes next. (Sigh.) I'll try to do it this afternoon/evening. But here's what I've got so far. Flight: https://www.savvyanalysis.com/flight/3184233/6303f208-abf0-4bb2-85f2-cec502549fbd 1. Logging interval I changed the RECORD TIME on the JPI to 1 second. (You know what's awesome? The way JPI's documentation isn't updated to reflect changes to the user interface. But I digress.) 2. MAP and OAT adjustment I checked the MAP setting (-0.5) in the JPI with the engine off, at almost sea level (KTOA elevation is around 100' MSL). The ATIS altimeter was 29.92; the JPI can only be adjusted to the nearest tenth, and was at 29.9. The factory MAP gauge was reading just shy of 30 In. Hg. (In the run-up, I noted the JPI was showing about 12.5" MAP while the factory gauge was showing about 11", but I have no idea how accurate the 50 year old factory instrument is.) With the engine off, the OAT on the JPI matched the factory gauge sticking out of the window (24°C), in the hangar. With the engine running, however, after being in the run-up for about 5 minutes, the factory instrument matched the ATIS information (15°C) while the JPI OAT was reading 19°C. I adjusted the JPI down to match the factory gauge and ATIS report, and will monitor over the next couple of flights to see how they compare. Video: https://drive.google.com/open?id=1dOaC9-r-hK3kralLeRu-DhQ6Agdp_tWN 3. Check idle mixture I followed the Precision Airmotive instructions (15-338e.pdf) for an idle check of the Idle mixture (at 3:45; the earlier one saw my oil temp drop into the red, so I discontinued it until the engine was warmer): Full rich, idles about 770 RPM, at 2 gph. Leaned to 1.3 gph, RPMs climb to about 950. According to the Precision Airmotive manual for the fuel servo, that climb indicates the idle mixture at least is way too *rich*, not too lean. Video: https://drive.google.com/open?id=19-xi66mWMVI3NQtGL1RWn-fa4Qb43d91 4. Run-Up No abnormalities I could see vis-a-vis the ignition system check. Starts at 00:10:00. I did it in "Normalized" view on the JPI, and no cylinder / mag combination stands out as being problematic. Video: https://drive.google.com/open?id=1zUJGTxp_s1wCNmTR-12gDRFdSUBO9yv6 Did another idle check after the "mag" check; basically the same as before, though I had to fight the throttle to get it below 800 RPM and when almost to ICO RPMs rose to over 1,000. Video: https://drive.google.com/open?id=1QKoUHhsEW9JW0WC8rwmgq_yuKJYvIFMu 5. Take-Off From sea level on a very standard day (15°C and 29.92" Hg), take-off roll started at 97.8' MSL), 17:20, MAP was 29", RPMs around 2600 (peak 2674), peak EGT was #4 at call it 1400. Fuel flow was about 15.8 gph. No video (duh). 6. 1000' lean check After departing TOA and climbing out past TPA (1100'), I made a left turn at the shore and leveled off at 1,000' MSL/AGL, with power set at WOT, 2550 RPM, and pulled back from full rich. 23:10 in the flight record. I'm not sure I did a great job leaning for this quick test, I was more concerned with not popping the LAX Class B, but it looks like I peaked about 1575, so, take-off was 175° ROP. Not ideal. (I want to do a longer test with better conditions, and make sure I actually find peak.) Video: https://drive.google.com/open?id=1h9CIdzyLtpb1trUEIXoeM0jy5-KP0tyf 7. Horsepower adjustment I leveled off (around 30:35 - after fighting MAP/RPM for about 3 minutes, have I mentioned how much I miss the power controls from my '66? Hate the quadrant!) about 700' MSL / AGL and set power for 24"/2400 RPM, to get as close to 70% power as possible. (The placarded range on the scimitar prop makes that difficult down low; avoid continuous operations between 2350-2550 above 24" manifold pressure.) I started off with an HP CONSTANT of 108 on the JPI, and ended with 120, which brought the "% power" display to 69/70. Close enough for now, I'll dial it in more later, but at least it won't be significantly off like it was before. Video: https://drive.google.com/open?id=1hewwlIhmJqEZiwsww8xuJlaVH-cb81wf 8. Cruise Mag Check This one also wasn't exactly like I'd want to do it (too low, not at my "normal" cruise settings). 33:35. Did it about 22.5"/2400 RPM at about 9.5 gph, at ~700' MSL/AGL (which should have been right around 65% power, again, I was simultaneously dodging airspace and staying under a cloud layer, etc). Again, nothing sticks out like a sore thumb vis-a-vis the ignition system. Video: https://drive.google.com/open?id=1K7Lr6jS9oUTM9EiFatmMEFOPTSjohDxy
  3. Oh. Yeah, that was a gripe. I had everything setup the way I wanted it by the next day. More of a "I just paid you thousands of dollars to work on this thing, and you couldn't be bothered to follow the one-page instructions regarding things like GPS<->JPI integration and display customization?!" complaint.
  4. Again, I think you're confusing the two flights. One was taking off from Tehachapi with a relatively high density altitude (5000'+), and corresponding low MAP (24" sounds about right for a 29.xx" Hg day) and lower fuel flow. The other was from Torrance (sea level, for all intents and purposes), and ~29" / ~16 gph.
  5. Um, no, I was around 15.8 gph departing sea level. There's no way I was at 240' at 12.1 gph (unless I was landing at idle).
  6. Flight #1 was from Zamperini Field (KTOA, 100' MSL) to Tehachapi (KTSP, ~4000' MSL, DA was in the 5,000'+ range), flown at 8,500' (after leveling off for the SFRA corridor through the LAX Bravo airspace). Flight #2 was from KTSP back to Torrance, at 7,500'. Not sure where the JPI is getting 240' from. GPS altitude maybe?
  7. I actually departed from Tehachapi (KTSP), not sure why it shows as Mountain Valley, but I digress. I don't recall bumping the mixture control, but with the f*&king quadrant, anything's possible (it was a bit turbulent). And yeah, I was leaned to what appeared to be best power during a full power static run-up (DA was over 5,000'). First graph was a sea level departure (97.8' MSL, KTOA), and 15.8 gph seems to be what I hit.
  8. Plugs have 78.5 hours on them, installed mid-December. They're Champion REM37BYs. Mags were IRAN'd by Aero Accessories in October, 100 hours on them. JPI's capture rate is now faster than 2 seconds (I set to 1 second this morning, per Savvy's guidance, but could have gone even finer).
  9. There were no obvious indications any of the mag checks were "bad" (no stumbling, no spikes I noticed, RPM drops were within spec)? 1700 is what the book calls for, and what I've always used. I did some longer mag checks today (see below, once I get caught up with these replies, for a narrative of today's diagnostic flight), not quite 30 seconds, but longer than I've been doing. Also did a 65% power in flight mag check. Not using the previous A&P anymore, for anything (so many issues), but he was a one-time thing anyway, "nearest port in a storm" when I needed someone local to go rescue the plane from the ramp at the NAS.
  10. Throttle goes to the stops (though IIRC the idle stop was adjusted just before I bought it; it was dying on idle check). Injectors were checked at the last oil change (10 hours ago). Plugs don't seem to be the problem (see below). Fuel servo (new) was installed about 6 months / 100 hours ago. (Not field serviceable, AFAIK.)
  11. Two flights with "GAMI test" performed(ish): https://www.savvyanalysis.com/flight/3177203/e4c19471-6101-4b8c-b4d9-963e34dc94d3 https://www.savvyanalysis.com/flight/3177204/19684e01-d8df-46f1-aec8-a26e577bd6a8
  12. Current mechanic has never looked at the fuel servo (until this deep dive, I didn’t know I needed him to). The guy who did the work after Pt. Mugu, I agree wholeheartedly, was ... “less than stellar.” Edit: I’ve read through the Precision Airmotive manual and don’t see where take-off fuel flow can be adjusted on the RSA-5AD1? Idle settings are fine... (I’ll double check them today, though.)
  13. Now that I have a working EDM-830 (saga: ), I’ve been trying to figure out what’s going on. I’ve been working with the folks at Savvy, etc. It’s a work in progress, and I’m going to go up and do some calibration and gather more data, but issues that have come up so far: * Departing my home airport, which is at 100’ MSL, my EGTs are over 1400F, which the Mooney specialist at Savvy says is “on the lean side” and outside the cohort of F/J models they’re tracking (usual range 1250-1350). Fuel system is almost all new (servo, mechanical fuel pump replaced ~100 hours/~6 months ago). Is there an adjustment that can be made? I have the quadrant throttle (blech). Edit: “Your max FF is a little on the low side of what we typically see...” * When I went about 15F LOP (which was at 7.5 gph at 8500’), EGT1 and 4 spiked about 40F each, “showing us that both #1 and #4 are misfiring.” Ignition System should be dialed in; same service ~6 months/~100 hours ago, had the following done: IRAN’d mags, new ignition harness, new p-leads, engine timed. Within the past ~5 months/~80 hours, all new spark plugs. Run-ups are fine, including mag checks (100 rpm drop both sides). What should I check / have checked first? (Could just be a couple of dirty plugs? I lean pretty aggressively for ground operations including the mag check...) * I’m going to redo the gami spread test a few times, but my initial run, ~22” MAP, 2500 RPM, 8500’ peaked EGT4 at 8.3 gph, 1 @ 8.1, 3 @ 7.7, 2 @ 7.6, a spread of 0.7, higher than the <= 0.5 gph required for LOP operation. Per the Savvy analysis, I have what “appears to be poor mixture distribution - which is unusual for this engine. It usually does fine. ... Its rare these engines need gami's - very few need them. But if 0.7 is accurate that's not going to support smooth LOP ops.” Which would be just my luck, I get one of the only Lyc IO-360s that needs GAMIs. I’m going out this morning to get more data, but if the 0.7 is accurate, is there anything short of swapping the injectors to GAMIs I should look at? Sent from my iPad using Tapatalk
  14. SELECT aircraft.id AS id , aircraft.serialno AS sn , aircraft.tailno AS registration , aircraft_make.make AS manufacturer , aircraft_model.model_number AS model , aircraft_engine_propeller_link.pitch_range_high_feather as pitch_range_high_feather , aircraft_engine_propeller_link.pitch_range_start_lock AS pitch_range_start_lock , aircraft_engine_propeller_link.pitch_range_low AS pitch_range_low , aircraft_engine_propeller_link.pitch_range_reverse AS pitch_range_reverse FROM aircraft_engine_propeller_link INNER JOIN aircraft ON aircraft_engine_propeller_link.aircraft_id = aircraft.id INNER JOIN aircraft_model ON aircraft.aircraft_model_id = aircraft_model.id INNER JOIN aircraft_make ON aircraft_model.aircraft_make_id = aircraft_make.id WHERE aircraft_engine_propeller_link.propeller_id = 1; +----+--------+--------------+--------------+-------+--------------------------+------------------------+-----------------+---------------------+ | id | sn | registration | manufacturer | model | pitch_range_high_feather | pitch_range_start_lock | pitch_range_low | pitch_range_reverse | +----+--------+--------------+--------------+-------+--------------------------+------------------------+-----------------+---------------------+ | 1 | 690039 | N803RM | Mooney | M20F | 29.0° | n/a | 14.8° | n/a | +----+--------+--------------+--------------+-------+--------------------------+------------------------+-----------------+---------------------+