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marcusku

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Everything posted by marcusku

  1. These are always tough to hear about and this is no exception. I embarked on a very similar flight 1.5 hours earlier. I took off from C59 to IWD. I decided to get my instrument clearance on the ground and was glad I did since I didn't get approach until I was through the bases. Bases at C59 were about 900' AGL (1,900 MSL) and tops were about 4,000 MSL. Visibility below the bases was decent where I was but once on top it was quite hazy and you could not see a horizon but could see straight down to the cloud layer below. Looks like his altitude topped out at 2,800' so based on the conditions I saw he never made it through the cloud layer.
  2. Anyone know the part number of the internal o-rings? The parts catalogue shows some o-rings but those don't appear to be the internal ones. My A&P was hoping to have those ahead of time if he takes it apart.
  3. Talked with Lasar and Mooney, looks like the trouble is Airight is currently out of business so it's not possible to get a new one. It appears the options are to find a used one or find someone willing to take it apart.
  4. My fuel selector is leaking, my mechanic found the same thing that they are not supposed to be rebuilt so they don't want to take it apart. What ended up being the solution for yours?
  5. I haven't noticed anything on how the engine runs, full throttle or idle. I haven't noticed any blue stains around the servo. EGT in cruise is generally in the low 1400's at 24" & 2400 rpm running around 50 degrees rich of peak. When it fluctuates the lowest I've seen is 19-20 psi when it normally about 25. At idle its around 27-28 psi. It doesn't drop much on runup though does some under full throttle as you'd expect. When it's fluctuating flow goes up to 10.6 gallons/min when it's normally 10.0. Sometimes pulling a tiny bit of throttle out will make it stop and the pressure go up.
  6. I have two gauges with two separate sending units and they seem to agree so I think the sending units are okay.
  7. I had the restrictor checked and cleaned but I'm still seeing the fluctuation. They did say that I had a bit of leakage at a couple of the injectors. They are GAMI injectors, could injectors be causing anything? Any other ideas?
  8. If I choose to send in the fuel servo to get looked at, what's good place to do so? I assume this is a specialty thing that most shops wouldn't do?
  9. Yes the two gauges use separate transducers. I haven't checked that fitting. Would I be looking for a leak or blockage with the hole? I've also noticed that fuel flow seems to be higher when it's fluctuating--about 10.6 gal/hr instead of 10.0 gal/hr when the pressure is reading higher and not fluctuating (same power settings).
  10. I still haven't gotten to the bottom of this problem. I've replaced the gascolator o rings and the fuel selector o rings, inspected the fuel lines going to both pumps. To recap, I occasionally get fuel pressure fluctuations from 25 psi down to 22 psi. Also, sometimes fuel pressure is slow to build after start up, other times it snaps right up. I have a two gauges and they seem to agree. Am I chasing a problem that doesn't exist or is this not normal? I've also observed that a slight reduction in throttle during the decent will make the pressure come back up.
  11. Thanks! Overall not bad, the two things that could have been better: Steep turns, which normally go well, I lost airspeed during the maneuver and even chirped the stall warning. I wasn't paying attention to airspeed, normally I set 2400 and 17-18" and it works out fine. My examiner was heavier than what I'm used to and maybe I had a little more fuel on board than typical but I needed a higher power setting. I told him this power setting is what has worked in the past and he told me that it couldn't. I wanted to say that the problem was the extra weight in the airplane but didn't argue with him. Somehow I missed that you are supposed to have the wind perpendicular to eights on pile ons. I compensated for the wind during the maneuver but didn't realize you are supposed to set it up that way. My lazy 8's and could have been smoother but they did the job apparently.
  12. Thanks for everyone's help! Wouldn't you know the examiner didn't even ask me about the antennas, but it's good to know anyway. I did survive my checkride, sure nice to have that one in the rear view mirror!
  13. I don't have an ADF but do have a lightning strike detector. Maybe that's the antenna on the belly?
  14. I'm taking my commercial check ride soon and I'd like to make sure I know enough about the airplane. Picture #1, I believe are Comm and Nav, which one is which? Picture #2, there is one on each side of the front gear door, is that an antenna? Picture #3, I'm not to sure what that is for, I know the two GPS looking antennas on top are for the GPS and Aspen. Also, the two flat things on the upper part of the tail, is that for airflow? Thanks!
  15. I don't recall seeing it but I'll have a look.
  16. Diesel engines don't actually have an ignition system. They have glow plugs but those are only for starting when it's cold out.
  17. With 300 hp I would have expected it to be a little faster. I wonder what "normal" cruising speed at 8-10k will be, 160-170 maybe? I suppose it's quite a bit bigger than a Mooney.
  18. I had my best and worst this last Sunday when I flew from C29 to KLUK. Took just under 2 hours to get there and over 3 going back. The ride was rough for about 30 min leaving LUK but after that reasonably smooth, just slow. I noted on the someone else flying close to my course doing 65 kts GS at the time I was about 110. I was good with my 110 after seeing that.
  19. I'm based near Madison WI, any good Mooney mechanics in my area? I know there is a shop in Wilmar and also Benson MN. Not bad to fly to but if I need to leave the airplane it's a long drive to and from. Also, any recommendations of a shop that is experienced with prop balancing? My local shop has one but limited experience. Thanks in advance!
  20. Nice work! I'm working on my commercial as well. Overall learning the additional bookwork and maneuvers has been a good exercise. I'll be happy when the check ride is done though.
  21. In another thread someone showed the list price in 2005 for an Ovation 2 with the G1000 was $420k? I realize that's 15 years ago and some inflation needs to be factored in but the price has gone up substantially for a not so different airplane. So I wonder what's changed in 15 years? If you factor in inflation, if I calculated correctly $420k in 2005 = $550k now. Although not affordable to me, I would think they would sell a few more at that cost.
  22. I know the Delta Hawk engine is supposed to weigh the same as the equivalent gas engine. I don’t believe most diesels typically have gears. 2000-2700 rpm is right in their power band. When I visited the Delta Hawk facility a guy I talked to insinuated they were talking to Mooney but didn’t want to come out and say it. Hard to say and who knows where it’s at though.
  23. My landing light has now stopped working. At first it was intermittent but now seems to be completely dead. I called the manufacturer they recommended checking the wiring first. I measured 24V at the input of the ballast. He did say it's better to put a load on the input wires to better determine if the incoming power is good as sometimes you can see 24V but still have a bad connection but I didn't have a good way of doing that. I'm not completely sure of the model, on the ballast it looks to be XV1A-50. It's temping to put it back to stock and go with a LED unit instead of try and troubleshoot this setup. Sounds like neither the ballast or the lamp are particularly cheap. To go back to stock though would require rewiring a connector for the connection between the cowling and the firewall. Anyone have experience with this unit? Is it worth fixing? I've always thought the light output was "ok" having nothing to compare to. I'm sure back in the day it was the way to go but maybe not anymore?
  24. Kind of off topic but I think the real reason for diesel electric locomotives is the large engine in a locomotive has a narrow rev range-they run at very low rpm. They would need an enormous number of gears to travel at different speeds. The electric motors essentially serve as the transmission. I really like the idea of a jet A powered Mooney. I think you could get some impressive speeds for the fuel burn. It would also be nice to get rid of the mixture control, ignition system and in some cases valve train. Overall should be much more reliable.
  25. I had a strobe problem this summer that turned out to be a corroded connector. I first tried a new bulb, then a different power supply then figured out voltage wasn't getting to the bulb. Something to check to save you some potential trouble.
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