Tom 4536

I love my Sidewinder! I will be selling it (has a new battery) as soon as Jimmy Garrison sells my 231.

On 10/20/2023 at 7:46 AM, Microkit said:

The main function of the LHS unit is laser-based AGL starting 200’, then of course the added value of the audio based Gear Warning System 

My lowest callout on my M20K is at 5ft AGL. Any way to get callouts at lower AGL? Maybe 2 and 1ft AGL?

It is the mooneyspace.com masthead banner that covers the top half of my screen, not adds. Makes it difficult to read posts.

On 7/5/2023 at 7:59 PM, Joe Larussa said:

For the second time in seven years of owning this 77 M20J I selected full flaps on landing. Well they decided not to come back up. Quick Google search suggested to choose flaps up and gently tap the flaps to come up. To my surprise it worked, so home I went. Limit switches replaced 16 years ago. No evidence that flap motor has ever been overhauled. Mechanic comes by and of course working perfectly. Any clues on why a love tap would make them come up? Thoughts?

My flaps stuck down during slow flight on two flight reviews but both times would retract after I landed. My MSC said I need to exercise the switches on the ground by lowering the flaps a few degrees, then raising them and repeat the process 10 times. The problem seemed to be resolved. During my next annual he sprayed the switches.

14 minutes ago, ArtVandelay said:

Well, that’s a good point. I definitely would limit the surgery (borescope cylinders is fine, but no removal of cylinders to inspect the internals). If I limit just inspection plates, spark plugs, and some interior pieces, then I could put it back together myself if needed.

Sounds fair. Do you feel a prebuy should include removing the seats and side panels to inspect for corrosion. I am a bit hesitant about having the interior taken apart but I'm just curious how others feel about this.

10 minutes ago, ArtVandelay said:

You fly it home, prebuy AP needs to return to original condition.

Yes, the prebuy AP NEEDS to return the plane to original condition, but WILL he? There are lots of posts here where the plane was worse after maintenance than before.

I plan to sell my 231 as soon as it cools off here in Tucson. I will be very fussy as to whom gets to work on my plane for the inspection. It took a while to find someone I trust to work on my plane. One problem with flying the plane somewhere is finding transportation back home while the preflight is being done.

On 6/21/2023 at 9:01 AM, 201Mooniac said:

Thanks for this, I already verified that setting.  When I was out at the plane yesterday trying something else they suggested, it worked the first time I turned on the avionics without me having done anything.  I then tried it 4 more times by turning everything off and back on and it never worked again.  Garmin seems a bit baffled.

I have a similar problem with my FS 210 in my new Garmin Panel. When the 210 stops sending data, I have to pull the 210's circuit breaker, wait 10 minutes, then the 210 will work again.

I fly two M20k's. One with a JPI 900 and one with the GI275. During TO climb I prefer the JPI because it is easier to see the important data. During cruise I like the 275 & JPI 900 equally.

1 hour ago, McMooney said:

Mine's in the air inlet scoop on the copilots side of the plane, m20e

On my 231 I have one AOT probe where yours is and one under the wing. On the ground they both read identical values; cruising they are within one degree of each other.

I think I did but can you provide a link so that I can review it. A family emergency has kept me from even thinking about flying or anything airplane.

My plane is going in for an annual at Chandler Aviation (MSC) if Garmin wants to look at the plane while it is apart.

21 minutes ago, jlunseth said:

Yes, that’s an overboost. At ground level you would be well over 40 inches, which is the limit for the even the No intercooler 231 engine. You would be well over max HP. I don’t try to run at 36”, my feeling is that it just works the turbo too hard. Don’t have any hard evidence one way or the other, but back when I was experimenting I remember that temps start to climb pretty good at 35” (I.e. TIT and CHTs). We had one pilot on here from Europe that used higher MP settings though. Don’t know if he is still here and can add anything to the discussion.

One problem I think you would have if you run all the time at 36” is that you would probably have to run at a fairly high power setting to keep the engine from getting too lean and running rough.

Thank you!

12 minutes ago, kortopates said:

Of course you will! I know a thing or two about Mike's C310 and how he flys it. Mike's TSIO-520 has a real turbo controller with a hydraulically controlled wastegate which you don't have with just a turbo and manual pneumatic wastegate. Plus you missed he's also using RPM to control power - he's not running anywhere near redline rpm. Additionally his redline MAP is only 32" which is a far cry from yours and much more like a turbo normalized engine than most turbo's. The bottom line is that Mike power stetting is never above 65% unless he's in a real hurry - which is on blue moon since he has two of them.

Mike's turbo is rare compared to most, but he says this to underline the point more for the normally aspirated engines that should be run WOT at altitude using bith RPM and FF to control power. FF is only going to so far in controlling power before your cylinders start missing, thus the need to also use RPM. But the engine runs breathes more efficiently and the reduced RPM aides in giving more time for the slowed lean combustion process to complete before the exhaust valve opens.

Thank you!

When cruising LOP, Mike Busch advocates running WOT and controlling power with only fuel flow. He says he even flies his turbocharged Continentals WOT. If, at say 15,000ft, we run our 231’s with Merlyn, GAMIs and intercooler WOT (or even 36 inches MP) won’t we have an overboost problem?

16 hours ago, PT20J said:

Well, I can do a lot of experimenting since the G3X has, besides single/dual cue FD, a flight path marker, synthetic vision, and HITS (Highway in the sky) boxes.

Can the GI 275 be switched to Dual Cue?

8 minutes ago, jlunseth said:

I can also switch my 930 from ROP to LOP, but once the lean find process is started it can’t be switched back to ROP. In the 231, if you are Rich of Peak and then you put the 930 in LOP mode and lean over to the LOP side, the readings you get on EGT and when the last cylinder peaks are completely invalid. The reason is that the 231 has an interlink between fuel flow and MP. This is different from most other aircraft. So when you start to lean the fuel out the MP changes with it. The assumption of the LOP mode in the JPI is that when you pull the fuel back, all other things remain equal, meaning especially that the MP does not change as you lean the fuel. Other turbo’d aircraft have wastegate controllers that will keep the MP where you originally set it, so if you set it at 32” and then lean the fuel out in LOP mode on the JPI, the MP will stay at 32”. If the MP and fuel flow are both changing your are completely changing your power setting, you are not changing the air/fuel ratio much if at all, and that is what Lean of Peak is about, changing the air/fuel ratio. You will definitely wind up with a lower power setting, but you have no idea whether you are Lean of Peak, or if you are, how many degrees lean of peak you are. Probably you are still Rich of Peak just at a lower power setting.

If the newer JPIs have been changed so you can switch back and forth between LOP and ROP that would be great, but I kinda don’t think so.

My newer JPI CAN change between LOP and ROP. Obviously you feel you know more than JPI. Too bad.

On 1/24/2023 at 8:41 AM, jlunseth said:

I have percent power on my JPI. I ignore it. There are two completely different measures, one for ROP and one for LOP. The unit has no way of knowing whether the engine is operating LOP v ROP and in my aircraft it applies the wrong formula most of the time. When I do operate ROP, it appears to me the algorithm is off by about 8%, that is, if it is reporting HP is 75% it is actually around 68-69%.

On my JPI 900 I can switch between ROP & LOP modes by tapping one button. If the button is labelled LOP, then tapping it once switches the unit to LOP mode; at that time the button label will switch to ROP. My %HP reading is about 8% lower in the JPI LOP mode than in the JPI ROP mode. My LOP %HP readings are within a few percent of the theoretical %HP numbers calculated by the formulas I picked up from MS.

21 hours ago, AdamJD said:

But you still could keep 2 displayed at the same time? I really want TAS and wind vectors.  I can get the other 2 elsewhere.  But I can't get 2 to display at one time.

Based on your experience, I suspect that maybe the GFC500 annunciations are reserved for the bottom of the 275  and that's why the Misc Fields can't use that space.  That's the one difference between his install and mine.  I have a GFC500 and he doesn't.  

I can have wind vectors or TAS, but not both on the AI. So, I display wind vectors on my 275 AI, and display TAS on my other 275 that displays HSI but with a turn of the knob will also display AI & TAS. Therefore I always see wind vectors, and only see TAS temporarily when I switch the HSI to the AI mode.

On 12/8/2022 at 7:19 PM, AdamJD said:

Hi all,

Just installed two GI275s for ADI and HSI, along with the GFC500.  While I am absolutely loving the upgrade from steam gauges, I do have a few issues I'm hoping someone can help with. 

1) The ADI is very cluttered.  At the bottom it has the heading ribbon, GPS / ENR annunciation, heading deviation indicator, etc.  However, my HSI has all of that same information right below.  While I appreciate the redundancy, I really want to get rid of the heading / course info from the ADI.  A friend who has the same model installed had this done by the shop.  See attached for his 275 ADI vs. mine.  He also has wind vectors, temps and groundspeed.  I want all of that to show in mine without the heading.  Is there some way I can setup mine like his without having to go back to the shop?

2) The ADI is super bright at night.  I thought maybe they wired it into my panel dimmer, but turning that makes no difference.  The photocell seems to not do anything.  I did manually reduce the brightness for my night flight.  Then when I went to fly during the day, I had to manually turn the brightness back up.  Is there something I'm doing wrong that the photocell seems to not be working?

Thanks for any insights you can provide!

Adam

My GI275 AI use to look like your friends, but when the GFC 500 was installed I lost 2 of the Misc data fields and mine now looks like yours. The GFC 500 needs some of the data fields.

7 hours ago, ArtVandelay said:

Thanks for the pirep.


What’s the reseal cost these days?
What happens to the fuel in your tanks when you arrive? I would hope you don’t have to pay to refill your tanks from empty.
Any damage to the paint from the work?

In September Weep-No-More charged me $8900 to strip & reseal both tanks (36gal ea) on my 231.

No extras for fuel, hanger or other airport fees.

No damage to the paint, but the wax was gone. I just had to reapply Wash n Wax to bring the shine back.

On 11/1/2022 at 3:41 AM, tmo said:

I've read, on the internet, so take that into account, about people adding a pint of automotive Mobil 1 0W20 for a few hours / last flight before an oil change. It supposedly helps clean things up. What do the smart people here think, apart from it being obviously an unapproved approach. But I guess so is Camguard in turbocharged engines.

Is Camguard unapproved for use in turbocharged engines??

20 hours ago, DanM20C said:

Yes, I'll set up a 9.5 gph LOP cruise and  the jpi will show 85% power (or something similar).  I'll tap the Lean Find, hit LOP, and then Exit.  Then it will show 62%.   I've never seen in talked about in a manual but I was never looking.  I'll take a look next time I'm at the hangar.

Cheers,

Dan

My 930 acts the same and it gives the same readings as you posted.

54 minutes ago, WilliamR said:

Do you have the nylon bushing on the lap belt post? I had that go missing one day and the shoulder belt would easily come off. Replaced and again no longer a problem.

In a pinch you can use a zip tie in lieu of the nylon bushing. It just looks crappy.

William

I have seen shoulder harnesses with a rubber bushing. Do you know where to get the bushings?

4 hours ago, Pinecone said:

IIRC, an Imogen will supply two people.

How did you connect the second canula?