NicoN

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About NicoN

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    Advanced Member

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  • Gender
    Male
  • Location
    Wiesbaden, Germany
  • Model
    M20K from 1980, EDM830, GNS430W; Century 21

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  1. NicoN

    Which is the right RPM

    Wooow! What is the max. Altitde for a M20K? My personal record is only FL140 Do you need to pay special attention to the engine at that altitude? Of course oxygen is needed
  2. NicoN

    Which is the right RPM

    Thank you for all your postings. The question came up on a flight in really low altitude (4000ft) with varying power settings and experimenting with the different ways to achieve the same %power. And indeed, the difference with a lowRPM/HighMAP vs HighRPM/lowMAP was having lower CHT (about 15°) and nearly no speed penalty with the lowRPM variant. The engine felt a little quieter,. Of course, I do not expect good climb rates with this setting. And also, i should try the same in much higher altitudes
  3. My question may sound a little funny: When doing the LOP-procedure , I set my engine to 65% ROP and wait for 1 or 2 minutes. Then, I start leaning under control of the EDM830. Doing this, I can see FF decreasing and MAP also decreasing. Completing LOP, I end up with -2.5 gals or more, reduced temperatures and reduced MAP. Engine monitor says now 56-58% instead of 65% as before. Also I get a speed penalty of 6-8 knots. Of course I can lean more, Power is even more decreasing as the engine power is now mainly dependant on FF. I never pushed the throttle in to raise my engine power back to 65%. But why ? I found a continental document which also prohibits giving more MAP - but no explanation.
  4. NicoN

    Killed LOP my engine?

    Okay, thank you. Of course I know not much about the previous owners. But it seems, that at least one or 2 are known as hot cowboys and may be they flew very fast with high power. Hope with engine monitor and 3 disciplined pilots we can extend the life of the cylinders. We typically fly 65% LOP or less
  5. ACcording to the POH there are many combinations of RPM and MAP for the same engine power. Recently, I tried using different power settings, all in low altiftudes and flying ROP. Using a combination of low RPM/higher MAP caused nearly no difference in IAS, but the CHT was significantly lower than the same power setting with higher RPM. Also FF was slightly lower. When CHT is the most important parameter, then low RPM should be better for the engine. But I also learned, that lower RPM tends to move the point where the maximum cylinder pressure occurs moves closer to TDC compared with high RPMs. The reason behind should be, that the process of bruning the fuel stays constant in time. So, the crankshaft simply moves less way in that time. (Not my idea). What to do ?
  6. Recently 4 cylinders of our TSIo360GB were changed. One year before 2 cylinders were changed.All due to defective exhaust valves. Now, at about 1000h all cylinders are exchanged. 2015 the compression test was perfect. I did not see newer compression tests. Only something from 2016 were 2 cylinders had no compression and 4 were close to limits. In 2014 an EDM was installed, thereafter the owners started flying LOP. I have no EDM-data. ONly since end of 2017 and 2018. Knwonig this history, LOP must be very harmful to the engine. What went wrong ?
  7. @gsxrpilot: Right, that is also my opinion! Don't trust - proove it! I also do not want to extend my flight plannings beyound the legal settings! But it makes me feel safe to have several items to check whether I am running short of fuel or not: - the fuel gauges. The seem to work more or less precise. - the analog fuel gauges on the wing. Perfect! - the Low fuel warnings and hopefully a good idea of how much fuel is then left usable! - my EDM830 which tends to count the fuel consumption higher than in real. So, I will do the procedure to find out for my aircraft.
  8. Thank ýou. We have brand-new spark-plugs. I had the engine running with 1000RPM when slowly killing it with the mixture. I am not sure that I have seen a real increase in RPM before the engine stopped. Should this happen in complete Idle? Or with 1000-1100RPM?
  9. I recently tested both low fuel warnings in flight - they are working. But I have no idea how much fuel is left when the low fuel light goes on. On ground the wing-side analog gauge shows roughly 5 gal left. Another question: I have 72gal tanks (2x36), but it seems that I can fill them more than 36gals. I guess 38 is possible. What are your experiences?
  10. Yesterday, my engine quit when rolling out the rest of the runway after a normal landing. Power was in idle, Mixture in full rich. Restarting was no problem with 2 seconds of primer pump. At the fuel station, the engine was idling with 590RPM, full rich and throttle in idle. Smooth engine-run, no roughness or quitting. I had this behaviour before in summer with pretty high temperatures around 29°C. I was given explanations such as vapor "bubbles" or leaning too aggressive after landing (which I did definitely). But yesterdas it was around 0°C! So bubbles in fuel seem to be not the reason and leaning was definitely not done ! Any explanations? What can I do? Land with low boost pump ON? I learnt to switch on the electric pump on other aircraft types (such as Grumman AA5), but this to have fuel flow in case the mechanical pump quits during a go-around. Edit: The approach was a longer than normal final, with continous power of about 13-14"MAP. Definitevely not an too-high-approach with IDLE power for a longer time.
  11. Okay, I will compare it with our "setting" this weekend
  12. A few days before we had the Problem with the master sw no more working. At tthe same session my companion removed the portection cover from the High-Boost pump Switch - I do not know why and als re-assembled it. Now, something is a Little bit different. Before, I remember I had two "Actions" possible for the Switch. 1. Rotate the cover by 90° and you can Switch ON the HIGH BOOST permanently. 2. With the protection cover flipped back, I can press the Switch slightly, the pumps runs for a Moment an the protection cover works like a spring to push the Switch back to off. Now, the cover seems to be a Little more away from the rocker. It works, but there is something different. Is there a Picture around, how the cover, the spring and the "washer" Need to be assembled correctly?
  13. NicoN

    We have no (electrical) power

    Okay, power is back again. Studying the wire diagram turned out that it must have something to do with the master Switch. And that was the reason. Simply the wire to GND was missing. Re-connected it and anything is fine.
  14. NicoN

    Wire naming system

    I am not sure, but it seems that not only the sequence number is counting up, but also the configuration letter. At least, I found out that all connectors are labeled, so you can identify them and what's in them.
  15. I found an explanation on how the wires in a Mooney are named, but still have questions. Not to mention that the wire names are hardly readable in the wiring scheme. AFAIk all wire names begin with "21" in 12V-Mooneys or "JK" in 24V-aircrafts. It is followed by a group of 2 Letters which diescribes the circuit function, e.g. "PB" means 'Power Battery' while "PA" has something to do with 'Power Alternator'. There are many more groups. So far this is clear and tells me a lot of the function of a wire. After that 2 numbers follow which are described as a "sequence number". AFAIK this number counts up after each connector. SO, a wire named "21PB21...." becomes "21PB22" after passing a connector. But I am not sure, If the sequence always starts with "01".r Then a One-letter-code follows which means "configuration" according to the Maintenance Manual (see p. 440f). I found an "A" or "B" or "C". But I have no idea what configuration means. Then another 2 numbers follow with the cable thickness in AWG units. "02" should mean a pretty strong wire, while "18" or "22" are much smaller wires. So, the biggest miracles is about the sequence number and the meaning of "configuration". Any ideas ?