Aspen2013

Now we have the GAMI injectors exchanged and the LOP FF are within .5 gph difference or less from richest to leanest cylinder. Still have engine stall in the turn while taxing Right or left. Tried low BOOST pump and then lean with mixture knob. That doesn't work. You have to lean so far to counter the increased flow that the fuel basically is cut-off. If you turn at 1000 rpm or greater that seems to keep it going. With hot engine idle RPM will be around 850. when it is cold you can be 770 or lower but the engine will not stay running anyway. Not sure why Mooney service manual page 71-00-51 references making idle fuel pressure (9 psi) adjustments at 650 RPM??. POH says after start RPM should be 900-1000. Sometimes taxing is a little fast with 1000 RPM. The worst part is upon landing on short final and reducing engine to idle and it starts that stumbling before you land. That is nerve racking. As we all know you are landing long if you don't get that speed down. In order to not worry about engine quitting I leave throttle a couple turns in from idle. MAP 10 or more. it keeps speed up a little more than before. Anyway Next step is getting with mechanic to check fuel system pressures and such. It is just strange that everything was fine until the injectors were switched from tuned TCM to GAMI. MY FIELD ELEV is 6800' When at idle and mixture is leaned to max RPM on the ground usually see 20 +/- 10 on RPM rise Does anyone have a recommendation on where they set the minimum idle RPM on warm engine for TSIO 550 (G)?

Usually lean pretty good for taxi. We are going to check unmetered fuel pressure. I believe that the test to run the low boost pump and adjust mixture leaner may be a good test to see if we need a little more fuel pressure. Then make adjustments for such. I think N231BN may have the best explanation so far. Thank you

That is an idea worth testing out, thanks. Increase the pressure and then counter that with the red knob. Still baffled as to what the connection is to the plane turning?

The only change made to the engine that day was JUST injectors. The engine did not do that before the swap was made. I fly LOP and if any of you out there find that even though TCM has tuned injectors they are not fine tuned. The second problem is they do not have a program to swap out injectors. GAMI takes the inflight lean test data and sends new injectors until we get .5 gph difference from richest to leanest cylinder. That is why I made the switch. Everything else seems to work like any other flight. I have also noticed it only happens when engine is hot. From cold engine to start to warm up and then taxi I have no issues. Landing after flying for any amount of time and as soon as you turn off runway and subsequent turns the engine stumbles.

Just installed the injectors on Sept 2. Did not adjust fuel settings at all per GAMI's instructions. Have not had fuel pressures checked since I have owned it. But fuel flows seem to be in the proper range for various power settings. I did try with boost pump but shortly after turning on the pump I saw the fuel flow go up and the engine seemed to run too rich and rough.

Anyone change the stock TCM fuel injectors to GAMI on TSIO 550 on a TN model? If so have you had an issue where the engine likes to die when you turn? Doesn't matter if you turn left or right but I will be taxing along straight and then when I turn the engine stumbles and if you do not catch it quick with some throttle it will completely quit. Doesn't matter full rich or leaned for ground ops.

Does anyone know for sure the part number for EGT probe on this engine? It gives input to G1000, not analog gauge. We think Alcor 86255. Not sure where to find part number on existing probe. Thanks

New updated photo showing problem. Mechanics that don’t have a clue. Both washers placed under bolt head and then tightened down as to bend the bracket.

Matthias, thank you for that input. As I mentioned earlier it has NEW Donaldson filter. No bugs and no dirt. Unless some brand of filters cause it?? Supposed to one of the best ones. I think the culprit is the magnet. Anthony describes best how and why that door opens. # 1 trouble shooting item should be filter. After that it’s micro switch or magnet. My switch seems fine.

I have concords as well. One got 7 years of service. The other 8. I have the battery minder. I installed to quick connect plugs through the oxygen door. I clip them through the chain that holds the cap for O2. That way they don’t fall back inside the tail compartment. I just hook up one battery at a time. I had the Y connector but I found that the battery sensing system can’t tell you about battery health if both connected. I put red tape around one plug and green on the other to identify port and starboard battery. I alternate charging. I alternate battery on flights. I mostly use the battery minder during the winter.

Just to be clear I wasn't the pilot that had tail strike. Purchased Aug 2019.

Can you circle where these OB Rod end washers are? See log entry

I will get that checked.

Exactly what you don’t want when producing high power is warm air coming into engine. What we don’t know is how much the door opens. I am going to have someone watch the panel while I push the door open to see how much the door has to move before light comes on. Obviously there is enough suction to overcome the magnet. All this may be normal since it is an automatic system designed to open in the event of blockage. If the magnet were stronger it might not open early enough if primary air inlet blocked. Thanks for sharing.

The metal part of spindle assembly