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About marcusku

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  1. At idle it shows about 27 psi. Occasionally it is slow to build pressure right after start up, but it does not do this consistently either. Fuel pressure at take off and climb out is 25 psi though sometimes later in the climb I'll se some fluctuations after I shut the boost pump off. I haven't tried a full power static run up, at least for very long. After pulling the mixture it seems to hold pressure reasonably well, slowly falls after shut down. Recent trips my cruise has been between 5-7,000'. The last few flights it hasn't done it so definitely not consistent which makes it more difficult to find.
  2. Finally got another fuel pressure gauge, an EI. I only have one flight with the new gauge but observed the pressure in cruise is 25-26 psi. The occasional fluctuations I was seeing with the mechanical gauge also show up in the new digital gauge. Periodically the pressure will drop to around 21 psi and slowly build back up to 25-26 psi. Seems to mostly just happen during the early (30 minutes?) of the flight. While 21 psi isn't very low, the fluctuations don't seem normal. Mechanical pump was replaced last year the gascolator was recently checked. Am I still sucking in air from somewhere else or could it be a problem with the fuel system or maybe the electric pump?
  3. Diesel is less volatile than gasoline so I would think venting would be less critical. It appears likely the engine will be certified in the reasonably near future. I think the question is if someone will get an STC for Mooney's and of course the cost. I've heard it will be in the $60k range but that's some speculation.
  4. Resurrecting an old thread, I went to an SAE meeting this spring that their factory. The company has a much better financial backing and has grown many fold over the last few years with certification not too far off. The initial engine will be 180 hp but they intend to have 160 and 200 hp versions to follow. They engine is a pretty interesting design--2 stroke super and turbo charged. Being 2 stroke there is no valve train and since it's diesel no ignition system. Each cylinder has it's own independent injector pump so nice redundancy there. Potentially it should be very reliable. It's also liquid cooled so no shock cooling and you'd think improved service life. It would sure be cool if someone came out with an STC for the J model. In theory at altitude it would use quite a bit less fuel and be faster since it's turbo/supercharged. What are the chances we see a STC?
  5. When we left there was some heavier rain to the south so I ended up circling in the vicinity of Kalispell, climbed to 11,500 then headed WNW and crossed directly over the mountains near Marias Pass which I believe is Hwy 2. If I were faced with the same scenario I'd probably wait the weather out. The ceiling was 12-12,500. There was light rain the whole way which mixed with some snow at times so visibility wasn't the best. Wasn't IMC but certainly wasn't enjoying any views. Thought about getting an IFR clearance but that meant I would've had to climb to 13,000 which would've taken some time and put me in the clouds. Temp was +6 at 11,500 and the icing reports were between 14-17k feet so should've been fine with ice but would have been getting borderline. Winds were forecast to be around 10 kts at 9k but I think they were a bit stronger than that and did experience a bit of turbulence. All in all maybe not a horrible call but at the same time probably not the best. The rest of the trip back was uneventful. Stopped at MLS and ABR to C29. Cruised at 9,000 feet and enjoyed some tailwind just above some white puffys.
  6. Here’s a couple. The lake is Flathead. Tricky to upload photos in the right orientation!
  7. We ended up stopping in LWT then flew flight flight following the rest of the way as suggested. Route was approximately GTF WOKEN ARLEE GPI though rounded off the corners. Flew at 8500 then up to 10500 before I got to WOKEN. Winds were light and the ride was smooth with some great views. There was almost always a spot for an emergency landing except it was overcast below after ARLEE in the valley until closer to GPI. Planning to leave Friday, fingers crossed the weather holds out. Looks like weather may move in.
  8. Appreciate all the insight. The plan will be to leave LSE tomorrow early afternoon and see how far west we can get before it gets dark. At a minimum, MLS otherwise possibly GTF or LWT. Then Saturday morning head out the rest of the way to GPI. If we leave from MLS it will probably closer to 10:00 AM when we go over the mountains, hopefully that's early enough. Right now the weather looks clear and winds on the ground will be very light. Forecast winds at 9k don't go that far out but seem to be trending up towards 20 kts. If winds are calm on the ground but 20 kts higher up is that a recipe for some rough riding?
  9. Oops, yes wrong abbreviation, meant MT. Sounds like canceling IFR and doing flight following might be the way to go. If I need to stay IFR because of some puffys, since I'll be coming from the SW I was considering this route or something along those lines: One the way in it will be tough to go through early in the morning, probably more like mid-morning. When does it typically get bumpy?
  10. Next Friday we leave for a trip from Wisconsin to Whitefish MO. Being from WI I don't have any mountain flying training or experience and I'm trying to decide whether to fly into Glacier Park (GPI) or land short in Cut Bank (CTB) and drive the rest of the way. Looks like the mountains are lower to the south but still mountains none the less. I'd be on an IFR plan, looks like the min altitudes are fairly high in that area. Anyone else been in the area and have some advice?
  11. Earlier this year I was at an engine shop that had an IO360 sump laying around so for fun we poured 6 quarts of liquid to see what level that equated to. Turns out 6 quarts brings you to very close to the top of the sump. Of course while the engine is running not all the oil is in the sump but not sure how level the engine sits while in cruise? I noticed that the pressure fluctuations are first noticeable when descending which supports the theory since the engine would be tipped more forward during a decent lowering the level of oil in the sump at the back of the engine where that joint would be. At any rate I'm all but concluding this is where my problem is. Since it would be quite costly to replace that gasket, my short term solution is simply to keep plenty of oil it.
  12. Some good things to check. Has anyone seen a problem with the electric pump causing some pressure fluctuations? It's seem strange that immediately after shutting off the electric pump the pressure will quickly fall then slowly build back up with the engine pump running.
  13. I did do some searching first but haven't come up with the answer. About a year ago I was getting some fluctuating pressure readings and generally the pressure was showing toward the bottom of the green. The engine driven pump was replaced and the result was higher and more stable fuel pressures. After replacing, every so often shortly after start up, fuel pressure will be slow to build. When this happens it often also seems to take more cranking to start the engine and when hitting the boost pump prior to start up pressure builds more slowly and doesn't get as high. . If I hit the boost pump the pressure goes up to the middle of the green which is typical but then when I let go of the pump the pressure goes back down. It's also happened on take off after shutting off the electric pump, pressure drops quickly but slowly comes back up. On my last flight the pressure was reading close to the middle of the green and as an experiment I hit the boost pump, this brought up the pressure slightly as you'd expect but as soon as I turned it off the pressure quickly fell to the red line then slowly built back up to the middle. Is it possible something weird is going on with the boost pump? I tend to think it's not an indication error. Any clues?
  14. This is tough to read, really feel for him and what he must have went through. Also discouraging to hear about an engine failure in a brand new airplane. Although I'll never be able to afford one, part of the attraction of a new airplane is that it's presumably more reliable. I guess that's not necessarily the case. Wish the best for Mark and his family.
  15. It did get sold a year ago. (to me)