marcusku

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).

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.

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.

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!

I don't have an ADF but do have a lightning strike detector. Maybe that's the antenna on the belly?

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!

I don't recall seeing it but I'll have a look.

Diesel engines don't actually have an ignition system. They have glow plugs but those are only for starting when it's cold out.

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.

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.

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!

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.

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.

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.

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?

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.

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.

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.

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?

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.

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?

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.

Here’s a couple. The lake is Flathead. Tricky to upload photos in the right orientation!

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.

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?