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About squeaky.stow

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    Advanced Member
  • Birthday 06/24/1959

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    Barrie ON, Canada CNV8
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  • Model
    M20K 252TSE

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  1. Thanks for this. I will get the plugs and harness checked ASAP.
  2. https://www.montaguebikes.com If you prefer full sized mountain or road bikes, this company makes a high quality range of folding bikes with standard sized frames and wheels. Two of them fit perfectly in my K and can be unfolded and ready to ride in less than a minute
  3. Plugs are Tempest Fine Wires with about 50 hours on them. Data rate was set to the minimum for the EDM 830 as per GAMI instructions. 1 second, I think. LOP mag check was done for close to 30 seconds each mag. Interestingly, the #1 EGT seems to smooth right out during the mag check. I will definitely be having a close look at the #1 plugs and wiring.
  4. Anyone care to speculate on what is happening with my #1 EGT? (Red trace) Did a GAMI sweep on May 26th. Here is the link: https://savvyanalysis.com/my-flights/1006777/6596b159-77cc-4efd-b944-8816ae00849b LOP Mag test starts at about 00:37 John-Paul at GAMI says my overall spread is .3 GPH. I only leaned to about 40 LOP as per GAMI recommendations, and it was still running quite smoothly there. Is that an EGT probe issue or is there more going on? EGT fluctuations seem to start once I get on the lean side of peak. If it was a bad probe, I would have thought it would be continuous. Here is a close up of one of the sweeps:
  5. Hi ESPN168, Not sure how far along you are in the plane search, but since you are Canadian I thought I would touch base. My 252 is based in Edenvale and if you are trying to decide between a J and K, I would be happy to show you mine and answer questions about the K model. I use mine to fly between here and New Brunswick, a little over 600 nm which it can do easily non-stop. I have the long range tanks, but rarely use them as it really limits my payload and I don’t like sitting in the plane for 5 hours or more. I love my 252 and planned to keep it forever, but my wife wants the security of a parachute so I am now looking for a Cirrus. The Mooney will be going on the market probably next spring. J and K are similar to fly but the ability to top most of the weather is a must-have for me. That’s where the turbo really shines. I will never own a normally aspirated airplane for that reason. The extra speed at altitude is just a bonus. If you plan to do Toronto to Caribbean flights, I would certainly recommend a turbo. Regards, Mark
  6. $3-4K Canadian = $2.2 - 3K US at today’s exchange rate. Just about what the OP paid. Sounds like our little free market is working just fine!
  7. How do you know if you bought a good airplane? If you are heading home AFTER a Don Maxwell annual and you are smiling!
  8. Tim, I had a similar problem with my AHRS light illuminating after a couple of hours and the A/P kicking off. My avionics shop called Aspen and the Aspen rep had me go to a diagnostic page and take some pictures of the display. One of the gyros was drifting beyond tolerance and the PFD display unit had to be replaced. (These may not be the exactly correct technical terms for all of you avionics gurus, but you get the drift. The little doohickey was all cockamamie.) Not necessarily the same as your problem, but there is a lot they can diagnose without a shop visit. Regards, Mark
  9. I never did look into the legality of cutting a slot for the antenna. The only reason I was considering this was as a low cost temporary solution while I waited for Dynon to come through with an STC. I have now realized that will take years if ever, so I am going straight to a 1090 transponder and whatever else I decide to do to the panel all in one shot.
  10. Unfortunately that would be a show-stopper for me. My Aspen with EA100 has Flight Director, GPSS, full ILS or GNSS approach guidance through my KFC. As much as I would like to get rid of the steam gauges and go to a 10” display, I am not willing to give those features up to get it. Looks like the TXI is still the only alternative, so I think Aspen is still safe for a while.
  11. Correct me if I am wrong but as cool as this looks, it won’t drive my KFC200, or any other non Garmin AP, in approach or GPSS modes according to the fine print. My Aspen can. They list all of the “compatible” autopilots but all have a little superscript ‘1’ beside them except the G500. Then this: ¹G3X Touch will not support display of flight director (FD), autopilot modes or annunciations for non-Garmin autopilots. Consult your Authorized Garmin Dealer for more details.
  12. Creekrat, One thing your son needs to know up front is that the ONLY reason to go for a career in aviation is because he loves to fly. If he wants certainty of a high income, he should be looking at a more predictable career path, but if he really loves flying, tell him to buckle up and hang on because he is in for a wild ride. Things have never been better in the airline industry, but it is hugely cyclical and there will be both good and bad times to come. I have been incredibly fortunate to have experienced most of the aviation spectrum in my almost-completed career, from instructing and bush flying to small regional, to military and corporate aviation, and finally a major airline, so I have experienced the pros and cons of most of these career paths. I have loved every minute of it but there have been a few times when I wasn't sure if I would still have a job in the morning. The military is not for everyone, but if he wants the kind of flying that civilian pilots can only dream about, training that is second to none, and the enormous sense of pride that comes with serving his country, it is worth all of the hard work and commitment As a pilot, he will always be employable, but one failed medical can bring that to an end so it is good to have a backup plan. That’s the biggest argument for getting post-secondary education. For what it is worth, I was one of those impatient 17 year olds who didn’t want to wait until after university to start flying. It worked out for me, but only because I was able to continue my education part time while flying. Income is less predictable. I can afford a pretty nice Mooney now, but only because a) I am a Wide Body Captain at the top of the food chain, and b) I have the world’s greatest wife, who lets me spend my kids inheritance on airplanes. But for 35 of the past 40 years my average income was pretty middle class. I think most of the professional pilots on this forum would have a similar story. Many worked their ways up the seniority ladder for decades only to have their company and/or their pension disappear just when they were getting close to the big paycheque. If your son is serious about following his dream, he may never be rich, but he will have a career that most people envy and when they tell him that, he can look them in the eye and say “It sure beats working for a living!”
  13. It was done years before I bought the aircraft. I don’t think the avionics shop in question is still in business. Not worth the effort to track them down at this point. The good news is that when the temperatures went wonky they would always overread vs. underread. This means I have been running my engine even more conservatively than I had thought when it comes to CHT. With any luck the previous owners were doing the same.
  14. Although I doubt anyone else will ever experience this same problem, I am posting the fix anyway because after a year of tearing my hair out and driving the tech support people at JPI crazy, I am just so happy to have finally resolved the issue. i posted about a year ago that I was having unreliable OAT temperature indications on my EDM830. OAT was the indication that initially made me suspect something was wrong because it was easy to correlate to the analogue OAT gauge and the Aspen OAT. It would often overread by 20 to 30 C but it was not consistent. Further troubleshooting revealed that every temperature indication on the monitor was doing the same thing. If the OAT was reading high, CHTs, EGTs and Oil Temp would also overread by the same amount. This was determined by monitoring a cold engine in the hangar for about an hour with the OAT probe immersed in ice water and watching all of the temperatures rise in lockstep. To make it really weird, I discovered that adjusting the cabin heat in flight had a direct effect on all of the EDM temperatures. I could literally make all of my indicated temperatures move up or down by 20-40C by adjusting the cabin heat. Moving the OAT probe out to the wing and running a new ground wire to the engine block, both suggested by JPI, didn’t help. So what was actually going on? It appears that the EDM 830 was originally installed on the right side of the panel but at some point during an avionics upgrade it was moved to the left side. This requred building an extension harness for all of the wiring. Whoever made the extension used regular copper avionics harness wiring for all of the thermocouple leads. Not a good idea! Apparently the resistance of copper varies quite significantly with temperature changes and the currents generated by thermocouples are so tiny that this can throw the indications way off. So every time I adjusted my cabin heat, it would change all of my temperature readings. I ordered a new extension harness made of proper thermocouple wiring directly from JPI and last week we removed the old extension and replaced it with the factory supplied one. Test flight today showed OAT exactly matching the analogue gauge and the Aspen, and no variation on any temperatures when I played with the cabin heat. Whoohoo!!! Finally I can trust my EDM830!
  15. One of the reasons for this guidance is the venturi effect. As air accelerates over a surface like an airfoil, the pressure and the temperature both drop. That is how it is possible to get carb ice in temperatures above freezing. For the same reason, the engines on the big Boeings require engine anti-ice on any time you have visible moisture and temperatures below 10C. Below 3C you have to do a fan blade ice shedding runup before takeoff. I suspect it would be pretty rare to pick up ice on the leading edge of a Mooney wing at 2C but it all depends on the amount of mosture and the pressure/ temperature drop. The propellor might be a different story. The attached photo is a 787 fan blade after about a 10 minute taxi in on a foggy day at +2C. You can see the ice on the leading edge of the blade. What you can’t see is the ice on the back side of the blade where the pressure drop is the highest. It was a pretty impressive accumulation for 10 minutes at idle thrust.