squeaky.stow

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About squeaky.stow

  • Rank
    Junior Member
  • Birthday 06/24/1959

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  • Gender
    Male
  • Location
    Barrie ON, Canada
  • Reg #
    CGKRP
  • Model
    M20K 252TSE

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  1. squeaky.stow

    M20K Boost Pump Regulator

    Sent it to Don Maxwell today. Estimate is under $400. Sounds like I am not the first. Low boost just uses the regulator to reduce voltage to the pump. Pump works fine, and there is power at the switch but it doesn't make it through the regulator.
  2. Anybody had to repair or replace the Fuel Boost Pump Regulator on a K? Mine has died. LASAR tells me to send it to Don Maxwell for repair, which sounds like good advice as a new one is over $1800. It’s an Electrodelta PN 880047-something. Last numbers are scratched off. Mooney PN is 800270-523A from the IPC. Just wondering if anyone has had similar issues or found a used parts source.
  3. squeaky.stow

    EDM 830 OAT error

    Forgive my clumsy uploading. Sideways and in reverse order!
  4. squeaky.stow

    EDM 830 OAT error

    Curiouser and curiouser! I sat in the hangar tonight and ran the EDM for an hour with the engine off. Starting OAT in my hangar was 27C/80F, as were the CHTs, EGTs, and OT By the end of the hour, OAT, CHTs, EGTs and OT had all risen to 40C/100F. I have emailed the attached photos to JPI tech support along with data from my last few flights. There is clearly something wrong with this monitor. The good news is that my engine is obviously running a lot cooler than I thought, but I need a monitor I can trust! Aerodon, what is the best way to send you my downloaded data? Mark
  5. squeaky.stow

    EDM 830 OAT error

    Thanks Aerodon, I will download some flights and email the data, but it might take a few days. I just did another 4.3 at 17000 today. This time the OAT stayed around 24C (still way too high, but not going crazy) for the first 2 hours and the CHTs stayed under 380 with cowl flaps closed. Then in the last 2 hours, OAT started climbing into the 30s and away go the CHTs and OT. The problem is that the graphs will not reflect the real CHT rise because I just can't stand to sit there and ignore it, so I start opening the cowl flaps to bring it back down. Until I know for sure that it is a false temperature reading I just don't want to risk my expensive engine. I guess what I need to do is fly an entire flight with cowl flaps full open so that the graph will show the actual change. More to follow. Mark
  6. squeaky.stow

    EDM 830 OAT error

    Thanks so much all for some great feedback. I will try them in order of easiest to hardest. 1) Check the ground 2) Disconnect OAT and see what happens. This one may cause issues with the %HP display, but I already know that is wrong due to the high OAT readout. Worth a try. Don't know why that one never occurred to me! 3) Check the wiring pins are not reversed. That one is high on the suspect list for me after hearing that Stephen had similar symptoms. 4) Move the probe to under the wing. 3&4 will have to wait until the annual. 5) Talk to JPI about logic board. On a more general "engine management" topic, what kind of variations in CHT should I normally expect to see if I am stabilized in level cruise with no changes in power settings or OAT? I am seeing CHT fluctuate between 340 and 380 over a period of 10-15 minutes, which seems like a lot to me if everything else is staying the same. Cheers, Mark
  7. squeaky.stow

    EDM 830 OAT error

    My OAT readout on my EDM 830 has been unreliable since I bought my 252 last year, but I am now getting enough long flights to get a handle on what it is doing. OAT always matches the analog gauge and the Aspen OAT values at startup, but once level in cruise it starts climbing. I typically see temperatures indicating 30C to 40C higher than the real OAT by the time it peaks about an hour into the flight. Now here is the strange part. As the OAT on the EDM climbs, my oil temp and cylinder head temps on the EDM climb with it. Meanwhile my analog OAT, cylinder head temp and oil temp gauges stay rock steady. On my last flight, over four hours at FL180, the real OAT was steady at -5C as predicted by FDs and verified by the Aspen OAT. During this time the analog CHT was at the bottom of the green and the oil temp was in the lower half of the gauge. An hour into cruise, my OAT on the 830 started climbing and the CHTs and Oil Temp on the 830 started climbing in lockstep. OAT rose to about 43C and my engine temps rose by about the same amount,( or would have, if I hadn't opened the cowl flaps. I am doubting whether I am getting accurate cylinder head and oil temperatures from my EDM but I don't want to ignore them so I find myself gradually opening more cowl flap as the flight goes on, trying to keep my cylinders under 380. All through this, the analog gauges never budged. Sometimes the OAT will drop back down by 20-30C for 10-15 minutes and as it does, my CHTs and OT drop as well. None of this is reflected in the analog gauges. I downloaded some good examples of this behaviour from the 830 and sent it to EDM tech support to ask what was going on. When you graph it, you can clearly see that when the OAT starts going wonky, the CHTs and OT go right along with it at exactly the same time. I got a rather dismissive answer that my OAT probe was too close to the engine exhaust (which would not explain the CHT and OT changes) so I provided a picture of my probe location. It is in the NACA vent inlet for the cabin air, just ahead of the door. When I open the vent, that inlet air is definitely not even remotely warm at FL180, so I find it hard to believe that is the problem. They promised to ask their engineering folks to review my data but I have heard nothing in two months. So here are my questions. For those of you with EDM 830s, have you ever seen this? Any ideas? Where do you have your OAT probe mounted? Is there any simple way to validate the accuracy of the CHT and OT probes? I know the OAT is out of whack, but why does it always start out exactly the same as the other OAT sources only to go crazy in cruise? Is it normal for CHTs to fluctuate in level cruise and steady power setting when the OAT is constant? Puzzled and frustrated. Mark
  8. Experience certainly helps but it really comes down to 3 things: 1) Incredibly accurate fuel planning. At my airline (yes, the one of Gimli Glider fame) the planned fuel burn calculated by our flight planning system is usually accurate to about 100kg on a 10 hour flight that will burn about 50,000 kg of fuel. 2) Extremely accurate fuel Totalizers. The "cost to carry" excess fuel is a big deal in the airline world, so we carry exactly what we need and no more. That translates to destination + alternate + legal reserves plus a statistically determined "contingency fuel" for unforeseen events. Then we add deviation fuel in minutes of additional burn for known weather or ATC delays. 3) SOPs. Airline pilots live and die by SOPs. You have an estimated and a minimum fuel quantity at every waypoint on your flight plan which you monitor throughout the flight. If your burn exceeds your plan, you spot it early and come up with a plan. You always have an out, and you exercise it when it is required. All of the above can be applied to my Mooney. The only difference is the somewhat lower degree of accuracy of items 1 & 2, which can be compensated for by adhering strictly to item 3. Most GA fuel exhaustion accidents I have read about were the result of either not having a fuel plan, or failing to follow it. Minor trivia note: Years ago I was instructing in the 767 simulator and we had to review the dual engine failure drill as part of the recurrent training scenario. I made some comment about it being good training but extremely unlikely that it would ever happen. "I mean, have any of you ever had a dual flameout?" I asked. The Captain was a quiet and very competent old guy, very close to retirement. He smiled and said, "Actually, yes I have." His name was Maurice Quintal. Everyone at Air Canada knows the name Bob Pearson, the famous Captain of the Gimli Glider, but few remembered the name of his FO. It was Maurice.
  9. squeaky.stow

    Battery Minder

    Thanks for the feedback. It appears there are 3 issues to consider and the BatterMinder covers most of them. 1) Getting a charger designed for the slightly lower float charge voltage required by AGM batteries as compared to lead-acid batteries. 2) Temperature compensation during charging. 3) Desulphation. This one seems to be somewhere between science and snake oil. The most legitimate peer reviewed study I could find seems to indicate that the various desulphation techniques can have some value in keeping new batteries from developing sulphation but have little to no ability to "restore" severely sulphated old batteries. As the author pointed out, if this were possible, there would be "battery restoration" shops everywhere serving the automobile market. Two and a half out of three is not bad. I will put one of these on my birthday list. 13 years out of a battery is pretty impressive. Mark
  10. squeaky.stow

    Battery Minder

    I have a new 24V Concorde battery in my 252 that I would like to get the maximum life and reliability out of. I have read a lot of conflicting reports on the value of desulphating battery minders. Concorde endorses the BatteryMinder brand and suggests that other smart chargers are not appropriate for aircraft batteries because they charge at too high a voltage. I am somewhat skeptical about this claim because my alternators are cranking out 28v whenever the engine is running and Concorde doesn't seem worried about that. Does anyone have experience with this or any other brand of minder? Is it worth the extra money over a regular 24v smart charger? Mark
  11. squeaky.stow

    Advice on turbo Mooney

    Agree completely. If you can find a good 252, you won't be disappointed. You can always do the Encore conversion later if you find you really need that extra 230 lbs.
  12. squeaky.stow

    Inadvertent Spin- wheels up or down?

    I wish we had a Guard or Reserve option to fly fighters in Canada, but our fighter force is way too small and remote. When I got out of the reg force I had to fly helicopters just to keep a foot in the reserves. (Oh the shame!) I completely agree that the POH recovery procedure is paramount. It was written by test pilots who have actually spun a Mooney. Any ramblings from me should certainly not be considered to carry more authority than the manufacturer's guidance and are intended to be for discussion purposes only. Consider them like tweets from a politician at 4AM. I still suspect however, that a fully developed spin in a Mooney with any kind of aft CG and that small tail would take a LOT of forward stick to break the stall. But please, nobody go out and try to prove me wrong!
  13. squeaky.stow

    Inadvertent Spin- wheels up or down?

    Do you have a reference source for this? The part about increasing your rotation rate I mean. I agree that my "full down and patience" was pretty generic. The actual Mooney POH says "Control Wheel......FORWARD of neutral in a brisk motion. Additional FORWARD elevator control may be required if the rotation does not stop." In other words Mooney appears to be saying that more nose down may be required to stop the rotation, not less. I have never spun a Mooney and don't plan to try, but I have done literally hundreds of spins in aircraft that are certified to do so, and one inadvertent one in an aircraft that was most emphatically NOT certified for spins. (F-5) What I can tell you from that experience is that the longer you remain in a fully developed spin, the more likely it is to flatten out due to rotational inertia, and the more it flattens out, the more forward elevator you will need and the longer it will take to recover, hence my generic comment about full down and patience. Whether or not an GA single is certified for spins depends largely on whether the flight controls can generate enough aerodynamic force to overcome the combined forces of CG location and the gyroscopic inertia functioning in a spin. A tail that is too small, has limited control surface authority, or is blanked aerodynamically by its position (some T-tails) may not be able to do this. For those interested in PARE and a great summary of spin aerodynamics, here is a good source with lots of additional references: https://en.m.wikipedia.org/wiki/Spin_(aerodynamics) M016576, you have me curious about how you ended up flying both the Eagle and Hornet/Super Hornet. Did you go from the USAF to Naval Reserves, or do an exchange or something? I have always been envious of the American Guard and Reserve programs. My F-16 time came courtesy of an exchange tour with the USAF, but you don't often meet someone who has flown both USAF and Navy types. Oh, and Merry Christmas to everyone on Mooneyspace! As a newbie Mooney owner, this forum has been an incredibly valuable source of information. I would never have known about WeepNoMore or LOP or so many other technical issues without you folks. And Happy New Year. Regards, Mark
  14. squeaky.stow

    Canadian tank reseal

    Hi Peter, I am not aware of any Canadian shops that do this but I just got my 252 back from Weep No More in Willmar MN this week and would rate them a 10 out of 10! It was a six month wait to get it in, but if you want it done right, it is the place to go. I stopped in Sault Ste. Marie (US side) for customs and then direct to Willmar. Paul Beck and his team were very helpful and friendly and arranged to drive me to and from KMSP. Plan to leave your plane for 3-4 weeks. The experience is a bit like getting a new roof on your house. It costs a lot of money and your house looks exactly the same afterwards, but you have the peace of mind knowing that it won't leak for another 20 years! And no fuel smell in the cockpit! Dont go cheap on this. You will just end up doing it again in a couple of years. One word of warning : No tax payable on the job in Minnesota but Canada Customs will ding you for full HST when you bring it home. I am still steaming about that, but you can't fight them. If you want more details I can PM you my email address. Cheers, Mark
  15. squeaky.stow

    Inadvertent Spin- wheels up or down?

    Agreed that fighters can require some very different techniques for spin recovery. This is partly because of the ratio of fuselage mass to wing mass (which is the opposite of GA aircraft design) and the partly because of the effect of fly by wire flight control computers on the pilot's control inputs. There is some good literature available on the topic of fighter aerodynamics, but none of this is really relevant to the question which this thread began with which is the discussion of spin recovery in a GA aircraft like the Mooney. The Mooney POH is pretty clear (at least for my K) Don't do them. But if you do end up in one: 1) Full opposite rudder. 2) Control wheel forward (as much as it takes to break the stall. 3) Ailerons neutral. 4) Throttle idle. Deviate from this advice and you are now a test pilot. But not the cool kind. Other than slight variations on the order of the above steps, I have never seen a GA aircraft (canards excepted) that had any other spin recovery procedure recommended by the manufacturer.