JRam

So this is my instrument. Showed 160 in the TAS white area...so it really went from 150ish IAS to 100 IAS.

Both tanks are still over 3/4 full after the flight.

I've decided to go to the 900. I just have to figure out the timing. I found out recently that I'm probably moving back to San Antonio Texas in the next couple months so I am hoping to hold out until I'm there, but this may have forced my hand.

It's a Hoskins FT-101. It shows the proper flow and then at times it just starts losing it and will go from 10 GPH to lower and finally show 0 for an amount of time that scares me but ultimately doesnt affect the engine.

The tank definitely did not run dry, it was full when I departed (topped off) on both sides and I took off on the left and switched to the right about 1/3 in to the flight. I do mean IAS, but I had it configured to show my TAS as well. Autopilot was on and keeping me at the right altitude. I was well above the mountains but my first thought was maybe downdrafts just causing it, but I discounted that as I would think only my ground speed would drop. I had a strong tailwind the entire flight.

I was having a nice leisurely flight over the mountains from Asheville to DC today when I noticed my airspeed starting to drop fairly rapidly. It went from 160 TAS to 100 TAS in about 60 second and then it would go back up. It did that 4-5 times. Then while watching it closely, the engine started to sputter. I flipped it from the right tank to the left and it came back to life and back up to speed. Thankfully I was close to my destination and landed without coming up on anyone's news feed. I've had some issues I've been trying to get some folks to look at with my Fuel Flow Reader for a while now. It would fluctuate quite a bit and even go down to 0 for a number of seconds. It didn't show up in the performance of the airplane though so everyone figured it was either the FF or the probe. Now, I'm not so sure. I sumped the tank quite a bit before takeoff and didn't have any issues other than just a couple small "floaters". Any thoughts?

Agreed

@DanM20C is close-ish in Minnesota. He knows the C very well and he met me in Florida for my transition in to my K. His maintenance knowledge even saved us a wasted trip. He also has some amazing stories.

I feel your pain. I had an M20E for a while and sold it before I had to go overseas. A few years later and I recently went to purchase a plane. I knew i wanted the larger cabin, so i started searching for an F... I bought a K model! I love it and am happy I did, but that slippery slope is real. All that said, I'm convinced that perfect aircraft picks you and you'll end up with a great one!

Honestly, that would have been my way ahead as well, except that I cannot make that move today because the Garmin is not quite ready and I have quite a few trips coming up.

Auto trim servo on my King 150 autopilot going to cost me $3200 on a factory reman. Does that seem reasonable?

Oh, I wish I was smart enough to know. I was guessing all of that would connect in to the new 900. I'll let you know when I have some better info!

I'll also caveat and say that I'm learning every day and have zero mechanical capabilities. But if I was to share the collective insight from everyone on this board that I have read over the past few months it would be this: Unless you are an A&P just looking for a project and have a lot of spare money...run away.

You can zoom in and see the gauge in the top left of this pic. It's part of the string of gauges up there, I dont see a part #. The plane is technically a 1983, it was one of the last ones to come off the line that calendar year so it has many 1984 features.

Thank you all for the insight, this helps a lot!

I'm working through my ROI brief to the CFO here at the house related to getting the JPI 900 done. I'm wondering what I should expect to get for a return of working gauges I remove from the aircraft if I were to resell them. Specifically, what do you think I would get for these on here or eBay? Is it worth even considering other than the 700 which I may have to turn in for the rebate anyway? 1.) Engine pack (Oil temp & Pressure, Cyl Temp, Amps, Fuel L/R) 2.) EDM 700 (Assuming no probes) 3.) RPM 4.) TIT&CDT 5.) MP 6.) FT101 Fuel Flow I included pictures for 3/4/5/6

Btw, she's my favorite. I keep asking for her number and she always gives me 2 separate numbers. One is 4 digits and one is 5 digits with a period after the first 3 digits. Those numbers work out WAY better for me than any numbers I got from women before I started flying!

I am at KHEF. I dont think that controller is here anymore. Usually it's a lady in the tower when I fly out.

Wait for me! I'm in Manassas, VA and while I am flying K instead of an F, I would love to be bored to tears with combustion theory and application!

My questions were just around the clarification on how Savvy operates its MX product beyond what their website discusses. @kortopates was an amazing ambassador for them by walking me through their product offering and expected results from using the product.

Thanks to all, I got my questions answered and am good to go! Really appreciate the Mooneyspace community!

Is anyone using the full savvy maintenance product? I'd like to ask a few questions of other users.

So yeah, after hearing you guys, my guess is that the monitoring switch was hit and something happened with split comms. That's my hope anyway and that would separate that issue from the rest of them making my only concern isolated to that yoke control area. I'll check the grounding and wires as you all pointed out.

Fair enough, I'll recheck. The split mode was what I checked the settings for, but maybe I overlooked it somehow. It's weird that it would have changed all of a sudden, unless the instructor changed things when I was focused on something else which is possible.

Thanks @larryb , I did think that could be the case and checked my settings. But it wasn't that #2 was being monitored, it was that the second freq on comm #2 was coming through. I had tower and approach freqs in on comm #1 and ground and ATIS freqs on comm #2. ATIS was on on the standby. I could be wrong, but that shouldn't be a feature. I should be able to monitor both comm 1 and comm 2, but the standby freq shouldn't play. Its confusing to explain via text, so hopefully that clears it some. As far as local shops, I miss Texas. So far after taking the plane to anything local to me, it seems like no one in the DC area wants the work. 3 different places so far and none even put forth even a trivial effort in to getting us in to the shop. Annnd...I was very wrong. I'm wondering if the keying was actually messed with and it was in monitoring. Still not sure why he was able to hear when not monitoring #2, but you guys may have something on the split comms... "The MON (Monitor) key will engage the monitor function where the Standby frequency may be monitored while still listening to the Active frequency."