0TreeLemur

So, I gather that paper copies are not required? Is that true?

We are supposed to carry a pilot's guide (PG) for all the fancy electronics that we've installed in our a/c. We have installed the JPI EDM-900, but the PG text is laid out in a block 4" W x 5.5" H, and printed on the upper left-hand quadrant of the page, single sided, for all pages, making it impossible to print double sided. I spent a little time searching the interwebs for a version of the document that is laid out for two-sided printing- no joy. Anybody have such a thing? Thanks.

FAQ: What is SB208? How does it affect a PPI?

Isn't "flugzeugschlepper" just one of the best words in any language, EVER???

Looking at the flight path, it seems that weather was a factor. The preliminary report suggests that the flight interacted with severe weather while being vectored by Atlanta approach. Scary stuff. Read here: https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20200303X93345&AKey=1&RType=Prelim&IType=FA Take home message might be: PIC is ultimately responsible for the safety of the flight. If given a vector that looks unsafe, the word "UNABLE" is the life saver. RIP.

If money can't buy happiness, how do you explain airplanes?

One of the funniest things I've read on MS in a looooong time!

A spectrum analyzer allows measurement of noise level associated with different chargers. A circuit breaker protects against over-current situations. If it isn't installed in the panel, it is not permanent. If you don't have access to a spectrum analyzer or if you want to install it in the panel, then buy one of the PMA units. Either way, problem solved. All it takes is money.

I found this photo shows the installation mentioned in my previous post. We bought three hoses and one elbow. The length of hose from the elbow to the sensor is about 6". The hose connecting the sensor to the carburetor is about 5" long. I don't remember for sure, but it seems that the hose coming down from the fuel pump was about to 16" long. The sensor and the hoses connecting to it all slope uphill towards the carb to avoid the need for an "anti-siphon" loop in the line. The trick is keeping it all near the firewall, away from #4 exhaust riser, braced, and not rubbing on the cowl flap when closed. Also, generous application of high temperature silicone to close the fire sleeve. Fittings nice and tight with no sealant. Not an A&P, just showing what my A&P IA approved. Good luck.

A&P Dave, before he flew west, installed the fuel flow transducer in our C using an elbow and three pieces of hose, not two pieces. Photos of that are on MS someplace. Instructions from From the JPI "Frequently Asked Questions" on their web site say: 1. Make sure the transducer is horizontal with the wires up. 2. Be sure there is no bend in the line closer than 6 inches before or after the transducer. 3. Do not use aluminum fittings. 4. For carbureted engines, if the transducer is higher than the carburetor, put an anti-siphon loop in the line that peaks higher than the transducer. We installed it slightly lower than the carb for this reason. 5. Mounting the transducer between the electric boost pump and mechanical pump is not recommended. 6. Do not hard mount the transducer to the engine. Vibration may damage the internal parts and cause erratic readings. 7. Do not use teflon thread tape. The big issue with this is that the teflon tape can produce threads that when mobilized, and jam in the fuel system or in the fuel flow transducer turbine. I'm not an A&P, just an involved and curious owner and PP. Good luck!

That's odd. Legal documents require real signatures...

That is Portrait mode (e.g.):

Our C had a working PC system when we started paying for her upkeep. I bought the Accutrak II and valve from a MS member when I first joined in late 2017. It was installed in the summer of 2018 after receiving the STC from Brittain before they shut down. It follows magenta lines forever! Now I want altitude hold. I've kept an eye on used avionics sources and have bought a controller w/eyeball and reference chamber. What I don't have are the two elevator servos or an STC. Anyone have those elevator servos, or at least part numbers for those? Rumor has it that Brittain will be back in business in the summer of 2020, and hopefully an STC will again be available.

FAQs

I hadn't thought of that. According to the first log book entry, the 1.3 h Production Flight Test- the "birthday" of M20C N2903L was Feb 4, 1967, signed by "W.R. Badger?" Was there an Mooney employee test pilot with that name then?

After work today I changed the JPI EDM-900 pre-alarm setting for the CHT from 460 to 405.

It did light up as usual for the high fuel pressure alarm on takeoff.

Either I missed it, or it hadn't happened. When the CHT exceeded 405 and got up to 407 I was pretty intently watching the EDM900. I didn't notice the caution LED, although it would have been hard to miss being right in front. The CHT was above 405 for only less than 1 minute. I'll have to deliberately keep an eye on it next time. It did light up as usual for the high fuel pressure alarm on takeoff. Indicating 7.4 psi which is within Lycoming's 8 psi spec but above the limit that is, in my opinion, incorrectly low in the Mooney POH.

After work today I changed the JPI EDM-900 pre-alarm setting for the CHT from 460 to 405 and took her up to see how that worked. I was hoping that the CHT bar chart would turn yellow like the EGT bar graph does. Nope. As I recall, the warning is a text string in the rolling window that said something like "CHT4=405F" in a blue font. Not a real attention grabber. Anything I can do or am I S.O.L.?

That's awesome! Thanks @Junkman! I'll work on getting that set. Having a visual warning will really help. Looking at my data, most flights before I started really watching it, CHT4 went over 410F, usually by a few degrees, seldom more. I put that limit into the Savvy Analysis online software, and having the ability to stop it from happening so often will hopefully maximize my engine life. With his ability to perform analytics on all those EDM data, plus the experience of matching damage histories with CHTs, when Mike Busch gives a limit I think there is nothing wrong with trying to do as he suggests and keep the CHT below 410F.

Here's the saga redoing the panel in our '67C. We used Cerecoting, which is a baked-on ceramic-like coating. Folks do it with firearms a lot.

Mike Busch says we should strive to keep the CHT in Lycomings below 410F. Looking at the programmable settings in the JPI 900 menu, I don't see a "warning" CHT setting. Of course the 500F redline setting is there. I wish we could set a warning level (e.g. 408) that would turn the CHT bar yellow and help show that the temp is getting high. Is there such a setting and I just missed it? I need to look at the manual- I don't think there is a warning setting. Anyone have any experience communicating with JPI? I've heard rumors that their attention can be difficult to obtain....

In a rolling dive? If I were in that situation "add afterburner" would not be the next line in my recipe book. Wow. Thanks for posting this @kmyfm20s

Today I flew to Aircraft Spruce East at FFC to buy some oil. I took this appropriately weird photo for Feb. 29, 2020, while waiting to depart FFC in our M20C. Lots of warbirds at that drome. I suppose in support of the film industry around Atlanta. This one seems to be a North American dressed up to look like a Japanese Kate torpedo bomber.

The barometric pressure in the southeast US has been really high lately. Today it was 30.40" with low density altitude, I was seeing 27.6" MP WOT on takeoff, the CHT on Cyl. #4 up to 411, with cowl flaps open and maintaining 100+ kts on climb out, despite the 13C air temperature. I reduced power to 26.5" MP, which brought the CHT on that jug back to 403 or so. The FF on the JPI900 indicates about 16 gph at takeoff power for the O-360 (carbureted) in our C model. The Mike Busch book "Engines" has saved me multi thousand $$ already- pretty good ROI. I'll follow what he says.