WaynePierce

This is my current switch... Who knows what the switch in the Cherokee really is labeled. Maybe I've been saying it wrong all these years, but it works for me... (the photo is actually vertical it's showing up as horizontal on the thumbnail.

Two weekends ago I did do the "download everything" and it only had information from the time I purchased the plane 2 months ago. I guess it was deleted before I got it. Which is kind of disappointing because I wanted to try and learn from the previous data.

I think you are probably right.

I realized this weekend that I may have titled this post backward. I'm pretty sure my Cherokee's switch was labeled in this fashion: Off, L, R, Both. In the Mooney the switch is labeled: Off, R, L, Both, Start (Push). So what I'm saying out loud when I test the mag at run-up is Left Mag check when the key is switched to R.

Elevator has been removed and was flown back to Will Dawson Aircraft in Clinton, Ark today. Reskin and paint in the near future... (I hope) I was going to use Beegles but I was concerned about the shipping... more specifically the return shipping to me and it ended up we can fly it to Dawson Aircraft easier. Hangar has tape on the floor, box for the mains and nose, and big green tape in the center at the back of the hangar to line up the horizontal stabilizer... I'm moved it in and out of the hangar twice since adding the tape and my short stature appreciates the markings.

Update... last weekend I took the advice from many of you and set the JPI 800 to a two second interval, pulled the plane out of the hangar, started it and after it had warmed up did a normal mag check everything was fine and I left it on the separate mags for probably 15 second to get a good reading on the JPI. The second time the engine died on the Left (switch set to "R") and proceeded to restart knowing I had captured the information! It acted more or less normal on the next two tries. Shut it down and pushed it back in to the hangar, ensuring I was on my new tape marks and the vertical stab was lined up with the Green tape in the center of the back of the hangar. Then downloaded the information from the JPI and took it home to find somehow I didn't record everything and didn't have the engine quitting. Probably because I only downloaded the last thing it recorded. When the engine quit it might have started a new recording so I only had from the restart. Anyway fast forward to Tuesday and my A&P and I drove down to the plane in the afternoon, pulled it out and he went through the same thing and it stuttered, didn't die though, but enough to know what I was talking about. He checked the P-leads and all the wires everything checked good, we took the Mag off and unfortunately it all looked good as well. He was going to check the coils and cap's back at his shop. I haven't heard back from him. When he was doing the run up, he tried to move the key around in the switch to see if it would react to it but it didn't. More next time...

I can’t believe I liked this post! I probably need to build a bigger, heated, dog house...

The "0" now I feel stupid. I've just recently only learned to count to "J"... I've flown a 180 Cherokee for the last 12 years. I've never had to worry about floating, and the sight picture is quite a bit different. I love this plane.

I don't understand the first line but the rest sounds like I'm entering too fast.

Ahh, good question. Throttle pulled all the way is about 750 rpm, I taxi at pretty minimum speed .. a brisk walk or slightly more, once moving I'll pull it back to idle just to keep the speed. I am having a problem at this time in controlling air speed but the last couple of landings have been much better. I'll enter pattern speed at 130 ish, gear down, usually add take-off flaps afterward, usually right before I enter base 90, then turning final I'll add the rest of the flaps and speed breaks if needed to get to 80 and over the number bleed speed off to 70 (all knots) this is with my wife and I in the front seats. I'm also usually having difficulty getting down to 70 as soon as most of you do so I've been floating more than probably all of you. It could be that I'm not pulling the throttle to idle as soon as I should. And I'm continuously trimming from the time I put the gear down to the time I'm touching down. I don't mean to say I start trimming and am continuously trimming the entire time, just gear down, flaps down and short final. And the answer to your question is, Yes.

OK, on the docket for this weekend is to adjust the timing on the jpi to every 2 seconds. No grass fields for me for quite a while. I'm not terribly comfortable with shortish paved strips in my learning curve. No over dramatization to the left mag test. When I went to the left mag it sounded like it was not firing at all. I did not let it die but to my ears if I would have left it on the left mag it would have. I normally idle at about ... idle and it's a normal tach reading 1000ish. Nothing that my transition instructor said anything about. EGT on number 2. That is an interesting issue. I'll have the A&P take a look at that when we are checking on the mag. My biggest fear with sharing the data was that I was doing something terribly wrong in the way I was flying the plane, that would be OBVIOUS to everyone here and I was clueless about.

https://savvyanalysis.com/flight/2814068/73ca0f49-0369-45d9-9c9e-c48ca57c88b7 This is the correct information, I just rechecked it. The flight was 48 minutes and when I clicked on the RPM tab I can definitely see where it was falling at the run up. The 200 EGT at startup makes sense as it was probably only about an hour after shut down. Just long enough to get a "Throwed Roll" from Sikeston, MO.

No, I definitely have the wrong data. It was about 2:00 PM local. I should have the correct data loaded in about an hour. (If nothing else surprises me at work)

maybe I uploaded the wrong data. I thought it was 48 minutes which was about the right time. Sorry for the confusion.

I have no idea. This is the first time I've ever used an Engine Monitor much less one that records everything.

https://savvyanalysis.com/flight/2814068/73ca0f49-0369-45d9-9c9e-c48ca57c88b7 Uploaded.

Update... Found an A&P that can look at the elevator and remove next week and I've got a call in with Doug at Beegles Aircraft to do the re-skin, paint and static balance. Doug didn't think this was necessarily going to be a quick process but I'll take any kind of process at this point.

It was educational going back through the logs and trying to read some of the hand written comments. The OH was due to researching an oil leak and discovering a bad cam. The original Mag had two (I think I remember that) capacitors replaced. Yes, the Mag OH page has the dealer that did the work but I don't remember so I'll look that up again. I'll try to upload the information to SAVVY this afternoon as well. I spent all day at the airport yesterday on a cold rainy day. I took the upper cowling off to look at the mag only to discover that it looks completely normal, then under the dash to look at the back of the switch and it too looks completely normal. Oh, and I taped up the floor where it's safe to line the mains and nose wheel to keep the parts of the plane that stick out, safe.

Thank you, I’ll look in to it and share. I had a bad weekend that I’ve learned a lot from. I went to the hangar and taped off where the tires shoul be to avoid hangar loss, I took the top cowling off to take a good look at the mag(s) and downloaded the information from the JPI. A good noob first time owner experience, but I LOVE this plane it flies so well, and fast, I really enjoy the opportunity to take her and my wife on trips.

After researching the engine log, the mag was rebuilt at the same time the engine was OH'd at 1325.2 last annual (September 12, 2018) there was 308.1 TSMOH. When I parked it last time the tach read 1680.5 so 355.3 on the rebuilt Mag. So probably time to have the mag rebuilt again. I haven't found anything in the logs about the switch being rebuilt or replaced so I can assume 1680 hours on the switch. I've downloaded the log data from the JPI 800 but I don't really know what to do with that information. I can see a drastic dip in rpm when I was doing the run-up In the simulator mode, which confirms what I was seeing in person. How can I show you information from the data pull? By the way, the USB box they sell for downloading works like a charm!

Yes, we've been in touch and I've filled in the paperwork. Someone here has a replacement and I would need to get it repainted and balanced, but probably be able to get that done quicker than a reskin. Just a guess on my part.

Not Don, but the MSC in Georgia, still waiting on reply.

I sent Mooney an email and they replied back that they don't allow control surface patching. It would need to be removed and re-skinned. I assume they would allow a replacement as well but it would need to be painted and re-balanced afterward.

I have to say, honestly, at this particular point in time, I agree 100 percent...

I think I'm getting more bang for my buck.... pardon the pun, it's still not funny.