Warren

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About Warren

  • Rank
    Advanced Member

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  • Location
    Denver, CO
  • Reg #
    5808T
  • Model
    M20K 231

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  1. My bad connection was on the wiring from the backup AI. About 1 foot away (middle of the panel on the pilots side). In my case it was a DB9 connector that had been wired in. However, the shells were not installed on the connector and thus the wires had no strain relief. Thin wires, no strain relief -- it was only a matter of time before failure. It was a quick fix to replace the pin on the broken wire. I ordered DB9 shells and added them to the connector. These are readily available and pretty simple to install - search DB9 connectors and you can find lots of options.
  2. After my GTN650 upgrade I had similar issues — I learned a lot about how things work. The Aspen only provides heading references to the autopilot as a direct heading from the Aspen heading or a passthrough when in GPSS mode. The non-Aspen attitude indicator is responsible for the analog attitude indications which the autopilot uses to make corrections to course. With these analog signals and the autopilot there is no error indication except the autopilot appears to lose its mind. During my install/upgrade one of the wires was broken (poor previous install with a DB9 connector and no strain relief) between the attitude indicator and the autopilot — of course it was intermittent, adding to the challenge. After chasing it for a long time I repaired the wire, added a shell for strain relief and it has worked flawlessly since. There are only 4 wires, so relatively easy to trace and confirm good connections. Edit (added after I realized this was not accurate in all cases): This does not apply if you have the EA100 adapter. That can provide attitude information from the Aspen to the autopilot.
  3. Warren

    Seat Rollers

    My 1985 K model has the adjustable height seats. To get the seat to move forward and aft enough to release from the rails the seat needs to be all the way down in one direction and all the way up on the other end. I can’t remember which but it took a little head scratching the first time.
  4. Warren

    G1000 WAAS Upgrade Cost?

    Don Maxwell (@Oldguy) made a post about this a couple of months ago. I can’t find a way to copy the link but here is the copy of the post title. G1000 WAAS upgrade parts availability ending It sounded like Don was trying to round up as many parts as he could to be able to offer the upgrades. If you want it done it sounds like soon may be the only option and is still pretty expensive.
  5. Warren

    Full Fuel Tanks

    I have an 85 K model and have run each side dry multiple times (on separate flights) to get an accurate measurement. When I refill to the flapper seat I get 33.8-34 gallons in the tank. I know this doesn’t count legally useable fuel but I know pretty close to when the actual level flight fuel exhaustion will happen. I can get more in by being patient but have the extended tanks and have never filled right to the top as I can easily get the fuel I need with the extended tanks. I have also checked my low fuel level and I run out in the 2.5-3 gal range after the light comes on.
  6. Warren

    Vacuum Pump replacement

    This might be a silly question...but. What if you called the G5 primary and the G500 the backup? Would that get past the paperwork challenge?
  7. Thanks for sharing your experience. My research and experience is a little different than yours. Quote from "Continuous Flow Fuel Injection Systems," Aircraft Maintenance Technology, November 1998: "All TCM pumps rely on a “by-pass valve” which serves to purge vapors from the lines when the boost pump is engaged prior to engine start up." This article reviews fuel setup on the various variants of TCM engines from naturally aspirated through fuel injected. It also has an interesting side bar about the complexity of setting up a TSIO-360 with aftermarket intercoolers and the Merlin wastegate controller. If you are seeing excessive fuel being dumped when running the boost pump while at ICO on your mixture, something is not correct. I would be worried that there is some damage/scoring/seals allowing leakage or you are not adjusted to get full cut-off. I run the boost pump frequently for cold and hot starts and have never observed excess fuel during this process. I looked at my setup in an -LB engine and there is a vapor line returning to the tanks from the top of the fuel pump. SID97-3G also has coverage of the full range of pumps. All these pumps also show a vapor return line. Just sharing my experience and research. Use your own judgement and make your decisions about safe operation. But, always good advice to be aware to look for fuel leakage. If you are going to try the boost pump operations it would be good practice to try this where you can make a good inspection for any excess fuel in and around the engine. It is definitely not a good idea to have lots of excess fuel pooling and try to start an engine. Good luck and be safe.
  8. I think there is still some misunderstanding of the various options with the TSIO-360 and the prime vs. boost function. 1. All low boost, high boost and prime use the same electric fuel pump. Low boost has a resistor inline which reduces the pump output, high boost and prime use the pump at full power/capacity. 2. High boost and low boost simply turn on the pump and provide backup/replacement for the mechanical fuel pump. Boost provides fuel to the injection system. How much fuel flow is dependent on the mixture, throttle and whether high/low boost are selected. 3. Prime also turns on the pump and energizes a valve that shuttles fuel to the intake manifold. 4. Summary -- Low/high boost puts fuel through the injectors and prime sprays fuel into the intake manifold. Prime Starting - Starting per the user manual and prime function dumps fuel into the intake. When the engine starts rotating, the mechanical pump starts to fill the fuel lines to the injectors. It takes some time to fill the fuel/injector lines and the manual recommends prime pump to keep the engine running while this happens and the engine eventually starts to run from fuel in the injectors. Boost Starting - The alternate many recommend is to use the high boost pump to load the main injection system and supply starting fuel to the cylinders directly. Most recommend xx seconds or wait until the fuel flow comes up indicating there is fuel flowing in the system. There is some risk with this process as it is possible to put too much fuel in the cylinders if you leave the pump on too long. No problem if you are careful not to run the pump too long but be careful. Hot Start - Many recommend throttle closed and mixture at cut-off. Use the high boost for up to 60 sec to circulate cool fuel from the tanks through the system and back to the tank effectively removing fuel vapor from the lines and cooling the lines with fresh fuel. Then start per your normal procedure. Hopefully this helps. Just a summary of what I have learned and read as I have researched operating my 231. I have tried all the above and they seem to work well. What I have found works best for me and almost never leads to a missed start. 1. Prime per table in manual. 2. Throttle to 1/4, mixture full rich. 3. High boost until FF comes up. 4. Start and pull throttle back as it catches. Hot Start - 60 sec high boost with closed throttle and mixture at cut-off. I have tried with and without the high boost and both work well. It just seems that with the high boost it starts quicker and does not require additional shots of prime to keep it running. Random thoughts from another rookie pilot. Good luck.
  9. Warren

    201/231/252 for family/commute

    I have a 231 with the upper deck pressure controller and an intercooler (similar to gxsrpilot with a little smaller turbo and not quite as good coolling). I always run lean of peak except for during the climb (full rich for this) and am limited by TIT at high power settings. My GAMI spread is about 0.5gph and all the cylinder heads run <360 (at 16-18k altitude, approx. 0C, near 75% power LOP). I am limited by the TIT. 75% power for me is 11.5 gph (I use 2500 rpm and about 33” MP). Usually at 11.5 gph I will run too high on TIT (it usually puts me really close to 1650 TIT) so I choose to back off a little. I lean until I get under 1625 to have a little margin. Using this limit I can usually find a good cruise at 11.0-11.3 gph making almost 75% power (much smaller number for me than a rocket) and this results in about 175-180 TAS at 16-18k. As you apporach 75% power, TIT is the limiting factor (in a TSIO-360). When LOP, TIT will be approx. 100F higher than in EGT. Under lean conditions the flame front is burning so much slower so there is residual combustion happening in the exhaust which continues to raise the temperature afther the EGT sensors.
  10. Warren

    Gpsmap 696

    Good news. The recent releases of FltPlan Go now link with the Garmin Flightstream products. So now there is a free option.
  11. Warren

    Dry vacuum pump poll

    500 hours...I wish. New pump failed at 350 hours. Only needed for the speed brakes but no reasonable alternative. So, I guess I will just replace when it dies.
  12. Warren

    LOP MP at high altitude

    Those numbers seem way low for MP. I can easily maintain 36" past FL200 (intercooled with Merlin upper deck pressure controller). Even a base -GB engine doesn't reach critical altitude until 14.5k. You should be able to keep a much higher MP. LOP 11.3-11.5 gph is 75% power (I usually run at approx. 33" MP). At 75% and 17.5k I see 175-180 knots. Is there a chance your MP pressure is reading incorrectly and/or fuel flow. It is hard to imagine with 10 gph you would see these speeds (10 gph x 13.7=137hp --- 65% power if LOP). Your temperatures look reasonable but with 370 CHT you may be a close to peak EGT instead of LOP. It seems like your MP is reading incorrectly (easy to check on the ground without the engine started) or you still have a boost problem. This could be an exhaust leak or potential damage to the turbocharger. It seems based on your experience that the exhaust leak was the obvious problem and that should now be fixed. It wouldn't hurt to look for exhaust residue as as leak that limits you to 30"MP is a huge leak. "mucked" with the PRV also is a little concerning. Any chance this got adjusted incorrectly? However, if set to relieve at 30" it doesn't explain why you can only get 24" at higher altitude. If all the inspections look good and it is safe to fly you can go out and get a little more data..On takeoff can you achieve full power? 36" MP and approx. 23gph fuel. Ignore the JPI % reading and go with the POH full power recommendations (plus intercooler MP reduction). Climb to see where your critical altitude is for a rough reference to validate the health of your turbocharger system. 100% hp reading seems crazy on the JPI. It almost seems like it was setup for an non-turbo engine. Either way, first challenge is to figure out why you are not getting the correct MP then the JPI can be adjusted later.
  13. Warren

    Anyone work with aluminum round rod?

    It certainly would not hurt. It will be pretty obvious when you start to bend it if you have heated it enough to soften adequately. Might be a good thing to validate with a test part.
  14. Warren

    Today's flight for 2018

    Went to the Jandakot airport this weekend (Perth Australia). Pleasantly surprised to see a Mooney proudly displayed on the way in. I rented a plane and flew around Perth and up the coast. Absolutely beautiful coast and fun experience. One more continent to add to my flight log. Thanks to everyone that provided advice on flying here.
  15. Warren

    MooneySpace Member Map

    Can you add me to the map too? Also I am on my way to Perth Australia for 10 days and am thinking of flying while there. Does anyone have advice?