Warren

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About Warren

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

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140 profile views
  1. 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.
  2. 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.
  3. 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.
  4. 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.
  5. 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.
  6. 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.
  7. 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?
  8. Warren

    To buy or not to buy? Rocket 305 TSI-520-NB

    Allow me to add to my statement. I bought a 231 with 80 hours in Cessnas. But,... I did the transition training, asked lots of questions, was diligent about studying and educating myself on the airplane and did lots of landings and approaches. I only flew extreme VFR as a new Mooney pilot and did not attempt short runways. I very quickly started my IFR and basically learned a huge amount with lots of instruction and supervision while learning to fly IFR and learning to fly my plane. Now with my IFR rating and over 250 hours I am very comfortable with the plane. Still not super comfortable in IFR but that is another topic and I need a lot more experience. In the end, I had 60-70 hours of time flying with an instructor as I learned to fly the plane and went through the steep learning curve. I bought the plane with the intent of getting IFR rated in my own plane. It is a huge step up (yours will be bigger than mine). If you get lots of instruction and treat it with respect you can do it. Be ready to invest the time and the money to keep yourself safe. I like the above post about treating it like a job. I flew 2-3x per week with my instructor and this really helped me get comfortable with checklists and as well as the constant discussions about emergencies and “what if.” You have to judge if you have the discipline and caution to become a safe pilot in.a high performance airplane. It can very quickly get away from you as it is really fast and takes a lot more planning. It can also get you up high where you run into all kinds of new challenges. There are some 17 yr olds that shouldn’t ever get a Mustang at 17 or anytime in their life. However, there are some that are responsible and respect performance. It is a very person dependent thing. Be brutally honest with yourself about how you learn, your ability to be conservative and your reactions to unplanned excitement. Your life depends on your ability to keep yourself safe. Good luck with your decision and be safe.
  9. Warren

    To buy or not to buy? Rocket 305 TSI-520-NB

    It looks nicely equipped and in good shape cosmetically. Of course a PPI will tell all - hopefully, about the potential hidden expenses. Then it all comes down to price. As far as experience. I bought a M20K 231 with a total of about 80 hours in 172's. It was a steep learning curve moving from a 172. At the time I thought a Bravo or Rocket were too much plane and decided to go with lower performance. I love the turbo and the high altitude capability as I live in Denver and the mountains are part of many of my flights. I will likely move up eventually. Looking back, a 231 was a big step but the incremental step to a higher power plane is pretty small. The challenges with a Mooney are getting ahead of the plane during descents and not running over slower traffic. Of course there is lots of talk about landing. As everyone will tell you - get good instruction and landing really isn't that hard. Start with longer runways, make sure you aren't too fast and hold it off until it is ready to land. The main difference is more power for takeoff, more torque to manage, faster climb,... But, you then have the option to take advantage of the power and travel faster --- this is why we fly Mooneys. If it looks like a good deal I would say go for it. I'll trade you for a 231 if it scares you and you change your mind Get good transition instruction, be a little careful to not fly beyond your limits and go have a blast in your new toy!
  10. Warren

    Anyone work with aluminum round rod?

    @Dream to flyUnfortunately my book was "borrowed" and I may never see it again. It is incredibly hard to find such simple information on the internet but here is a quick reference and education. Here is what I was able to find. Option 1 - the way too complicated engineer route. My weakness. 1. To anneal, you need to hold at 775 F for 2-3 hours, then cool slowly (ideally 50F/hour to 500F, then air cooled). This is for ideal -O condition. For your purposes, cool as slowly as reasonable. 2. To heat treat (here is where I gave incomplete guidance). To get back to a heat treated state, you need to solution anneal the material (heat to 975 F for approx. 1 hour and water quench). Then age at 350 for 8 hours and air cool. Attached is the official data sheet to achieve a true -T6 heat treat. Be careful at the higher temperatures. 6061 starts to melt at 1080F. This might be a little difficult to do effectively without a heat treat furnace and good temperature control. Option 2 - way more practical. I talked to the guys in the shop and they said if you were to heat to approx. 500F you could likely bend it relatively easily and cool without impacting the heat treat significantly (might want to try this with a test part first). Just don't overheat it and don't spend too much time at temperature. Good luck.
  11. Warren

    Anyone work with aluminum round rod?

    I need to get back to the office to get a little more detail on the numbers and look at the phase transition times. I should be able to get a more detailed answer tomorrow.
  12. Warren

    Anyone work with aluminum round rod?

    Assuming you are using something like a 6061-T6, you will not have much luck bending without breaking. If you want to anneal the aluminum, you can heat it to 775F, then cool slowly to ambient temperature (ideally hold for a couple of hours at temp to fully anneal, then allow to cool over a couple of hours -- maybe wrap in some insulator to slow cooling rate). This will leave you in the soft condition which will provide much more ductility. After forming you can then age harden if you wish to have the higher yield strength. 350 F for 8-10 hours, then allow to air cool and you should be close to the T6 condition again.
  13. Warren

    LOP MP at high altitude

    That looks more like an exhaust system failure. Isn't that where the exhaust crossover tube (not sure about terminology here) enters the exhaust on the co-pilot side? It looks like the silicone hose from the cabin heating and the shroud around the exhaust. It appears the bracket failed and you were dumping exhaust and losing the exhaust pressure that drives the turbo.
  14. Warren

    Installation Costs

    Yes, fair price. The audio panel is connected to everything = lots of wiring. 40 hours @ $100=$4k. By the time you factor all the wiring connections and debugging the inevitable problems that come up playing with older wiring this looks like a reasonable price. It is hard to imagine doing it for much less than 40 hours and it could take longer if there are any debugging issues. One option that may significantly reduce install time is PS Engineering 7000 series. They advertise as pin-compatible with the KMA 24. You may want to ask the shop to quote this as an option too. I have no personal experience with this specific product but I am very happy with my 8000 series. Just offering another potential option.
  15. Warren

    STEC 3100 Digital Autopilot

    BK is offering an upgrade to their line of autopilots. For $10k you get a new touch screen autopilot and warranty on existing servos (2 years). Very similar deal and it appears to be a really easy install. Not sure if I will be voluntarily spending $10k up upgrade my KFC150 proactively. But, if the altitude preselect or the KFC150 fails all the parts are expensive and this might be a very good option to go to newer technology. https://bendixking.com/en/products/aerocruze It is not clear if this is currently available or not. If anyone as any more information for us BK autopilot owners please share.