JRam

I am absolutely thrilled with J.D. at SWTA in Smithville. Highly recommend him to anyone looking for a maintenance shop the you can fully trust to have your best interest in mind. I'm parked at New Braunfels with my K waiting to get in to a hanger. Sent from my SM-G930V using Tapatalk

I have it on my 83 ( dec 83, so I thought it had the split seats due to it having the 84 changes, but looks like Don has them in his 82 as well. I am happy to lend you the seat(s) for the day, I'm in New Braunfels (KBAZ). Sent from my SM-G930V using Tapatalk

That was nearly spot on for me price wise. $2800 for the JPI labor and $400 for the sensors. Sent from my SM-G930V using Tapatalk

My fuel flow prior to this install was showing 0 during cruise and would show high levels when it shouldn't have. I was pretty pumped to get it replaced. Sent from my SM-G930V using Tapatalk

It was 40 hours for both the EDM and the senders. Sent from my SM-G930V using Tapatalk

So I finally got the plane in to Southwest Texas Aviation and got the JPI 900 install. SWTA was amazing and highly communicative throughout and I'm pumped to finally have those old devices out of the plane. Also got the CiES units installed, so I can trust my fuel and flow finally! Sent from my SM-G930V using Tapatalk

So, we decided due to weather, First Flight was the way to go! Tangiers was LIFR. Slightly bumpy on the way there with some time through clouds which gave us a chance to mention @carusoam insight on aerobatic pilot breakfast choices. On the way back we watched the sunset through the clouds before landing back at KHEF. It's amazing to experience that first GA flight again through the eyes and smiles of children!

A buddy of mine has a son who saw the movie "Sully" and is asking a lot of questions about aviation. So I'm excited to have the chance to take him up for his first flight ever and get a youngster excited about being a pilot. I was hoping the group may have some ideas for me of how to make it extra special. My thought is to really walk him through things like he is the pilot, like my first intro flight was done with me. But I was thinking maybe a tshirt or some small token he could take to school and show his friends? Or wondered if you guys had any ideas of what to do in the air or destinations that would be fun (I'm in the D.C. area)? Sent from my SM-G930V using Tapatalk

.mil websites use self-signed certs and the certificate authority you have loaded in your browser may not have that authority in its cert chain. I wouldn't worry about it and just click through the warning. Sent from my SM-G930V using Tapatalk

I had this problem when I first picked up my plane. Mechanic struggled to find the problem. @DanM20C had the guy pull the step down box out and they drilled out the rivets to find a broken weld. Turned out to be a simple fix. He could wiggle the wires and it would intermittently work.

His concern was that contaminants in the bottle would cause the bottle to explode and he wasnt willing to fill it unless I sent it to be cleaned. It sounded pretty dramatic. In other news, I asked them to simply close the tank from the cockpit so I could turn it on when needed. They found out there was just missing an O-ring at that point and there isnt a leak any longer. I'm confused on whether to be happy it's fixed or whether to be angry that I would have had to pay half an AMU for this line if I didnt tell them to button it up and let me move on. Sent from my SM-G930V using Tapatalk

You all are amazing! This really helps! Thank you! Sent from my SM-G930V using Tapatalk

He only said it's a leak in the line. I haven't had a chance to look at the issue myself as they had to take the side panel to get to it. Thank you all for your help on this, I'm clueless. I have some help from Savvy but i think they are pretty frustrated with the mechanic as well. It started when he refused to fill the oxygen tank unless it was sent away to be cleaned because it was empty for a couple weeks. Sent from my SM-G930V using Tapatalk

So not sure what is going on with this mechanic, but he says he isnt allowed to repair the tube and he has to buy the part with fittings already on because of the pressure. He can only find it direct from mooney for $400 and a 130 day lead time. I asked him for the part number and I'll see if I can either find it myself or find a new location to work it. I dont have good experiences with shops up here. Sent from my SM-G930V using Tapatalk

Oh man, let me see if I can get that info. Sent from my SM-G930V using Tapatalk

My maintenance shop is running in to problems locating an O2 Capillary line for my 83 (late 83 with many 84 updates) M20K. Anyone know where I can point them? Sent from my SM-G930V using Tapatalk

I think you took what he said the wrong way. I believe it was a tongue-in-cheek remark more about the customer being highly capable than suggesting all their units were faulty. Hes not saying anyone knowingly sent any faulty unit. I think it's important to assume good intent on any message knowing that various non spoken aspects of language are hard to portray in text. Sent from my SM-G930V using Tapatalk

One thing to consider is that with the 830, if one of your older instruments goes out, your aircraft will be down for maintenance as well. They are required equipment without a primary edm. And they are costly to repair. To be upfront, I argue with myself on this daily. I've decided to go with the 900, just a matter of when and where.

This definitely wasnt the first time I have done mountain flying, but it is my first with an AP, so it definitely could have changed my perception of what was happening.

Ok, I am an idiot. I posted the wrong Savvy Data. It all made sense to me...until it didn't. Here is my actual data from yesterday: I included Oil in the bottom graph as well. This next one was a perfect flight from DC to Asheville which is what I consider "Normal" I believe this was my timeline for the flight in question (To the best of my memory) all times CST: 11:50 - Startup 12:00 - Runup 12:02 - Departure - start of climb 12:13 - Start of cruise, reduce MP to 26", RPM to 2450, start lean procedures on 700 to find lean point, bring MP back up to 32" and RPM to 2500. 12:45ish - Switch to right tank (not 100% sure when I did this) 13:02 - Reduction in speed ~27KTS (https://flightaware.com/live/flight/N57241/history/20190101/1730Z/KAVL/KHEF/tracklog) - Matches drop in temps at 01:13 - Location: https://www.google.com/maps/place/37°19'04.1"N+79°52'27.8"W/@37.2023163,-79.6361757,9z/data=!4m5!3m4!1s0x0:0x0!8m2!3d37.3178!4d-79.8744 13:10 - Reduction in speed ~ 40KTS - Matches another drop in temps at 01:20 - Location: https://www.google.com/maps/place/37°32'45.6"N+79°32'12.5"W/@37.6041784,-79.6208192,10.38z/data=!4m5!3m4!1s0x0:0x0!8m2!3d37.546!4d-79.5368 13:25 - Reduction in speed by ~33KTS - Matches drop in temps at 01:36 on Savvy graph - Location: https://www.google.com/maps/place/37°59'20.4"N+78°52'07.0"W/@37.998741,-78.9605766,11.13z/data=!4m5!3m4!1s0x0:0x0!8m2!3d37.989!4d-78.8686 13:30 - Reduction in speed by ~50KTS - Matches drop in temps at 01:41 on Savvy graph - I believe this is where my engine sputtered Location: https://www.google.com/maps/place/38°10'56.3"N+78°35'01.0"W/@38.1571424,-78.6587757,11.75z/data=!4m5!3m4!1s0x0:0x0!8m2!3d38.1823!4d-78.5836 13:30 - Switch back to left tank 13:32 - Begin decent to 6000 13:42 - Begin decent to 2000 13:54 - Land A couple things I noticed. 1.) While each time my speed dropped, I was near a range, I would have expected mountain effect at many other times during the flight much more than those. 2.) Each drop in speed resulted in a drop in temperature but also a slight increase in rate of climb (30ish feet per minute) per my ADS-B logs. Also, I had a tailwind of around 40KTS throughout the flight

I'll process all this today and pull my other flights to see if I'm experiencing it on others. I did not notice MP drop at all and when this happened (at least 3 times) I was checking out everything. Although possible I had an MP drop and by the time I was looking it had returned. Because my fuel flow meter reading is (and has been for a while) inconsistent, I watch the temps and throughout the flight make adjustments as necessary. I fly LOP at 2500 RPM, 32" MP and 10 gph which usually gives me very low temps (1500 TIT, 290-320 CHTs throughout the flight). My wife swears we weren't over the mountains when we had the sputter. I can verify we were less that 10 miles SW from Charlottesville because we had that chosen as our emergency landing spot. So we definitely had some smaller mountains around us.

I'll try to put some notes, but based on my flight tracker (https://flightaware.com/live/flight/N57241/history/20190101/1730Z/KAVL/KHEF/tracklog), I believe it was at that drop in temps at 1:30. You'll see my speed dropped pretty hard at that point.

Sounds like it's possible from what you describe. I didn't see any in what I drained (about half a cup from each side before takeoff) but maybe it hadn't made it down there. It rained overnight before the flight. Do you think the mountain waves could affect me being over 4,000 feet above the peaks? I was at 9,000 the entire flight. I have included my Saavy Analysis from the flight. Unfortunately the fuel flow isn't connected to the EDM700, part of why I want to just get the 900 upgrade done.

Maybe? I was no less than 4,000 feet above the mountains but it could have been a mountain wave. I definitely felt and heard no issues with the engine until it started to stutter. Although, that could be a separate issue all together from the sounds of it.

No drop in MP or RPM. I was on the Leeward side of the mountains flying at 9000 feet and the highest peaks were no higher than 5000. I flew direct from KAVL to KHEF.