Peter Rejto

Update. I flew a second time again with no issues of engine miss or fuel flow issues with the Shadin as originally reported. I spoke with another mechanic and he suggested that perhaps the magneto trying to fire plug #4 (with the cap off and the plug oil fouled) created interference via a magnetic field with the wires running from the fuel flow transducer. It does appear that the plug lead runs very close to the wires from the transducer. Correct or not, the problem arose and disappeared with the Surefly cap coming off. Hopefully these issues are resolved! Thanks again to all for the help! Peter PS Of course another problem surfaced during today's test flight. My autopilot (STEC-60-2) turns on, holds altitude but is unresponsive to heading or GPS data. I was messing around under the glare shield trying to get at the EI data recorder. I'm hoping that maybe I pulled a plug on the DG. If not, any ideas where to look?

Savvy kindly did graph the data but I think it is quite useless. First, the data recorder was set to 6 min intervals and the other big issue is that all my recent flights seem to be merged into one entry. The first graph is 41 hours! I can clearly see my two 4 hour trips preceded by several flights of about 1 hour. Also, the date and time stamps are off even though I confirmed that my computer time and date was correct running the DRS-1 software. https://apps.savvyaviation.com/my-flights/34018/7937b19a-5c62-46a0-96f5-bae2bb8a2274 It's quite obvious that I have a bad connection to both the #2 EGT and the #3 CHT. I'm going to set the recorder to burst mode on the next flight. That will give me data every 6 seconds. The settings of recording of 1,3 or 6 min would seem hopeless to record a brief engine miss. Peter

Savvy help answered me quickly and said the sequence and number of entries in the data stream looked quite unusual. I've supplied them with the full download and hopefully they can help me work out the correct mapping. I flew the plane briefly today and all was normal, including fuel flows. The flight was too short to really be certain about either the engine miss and especially the fuel flow issue. I can't see how the two could be related. Intermittent problems are the worst. Peter

Unfortunately I'm not getting anywhere. I loaded the default settings for the UBG-16 on the Savvy site (deleting settings for cyl 5 and 6). Unfortunately the default mapping must be incorrect because while the data is accepted now nothing at all displays on the graphs. I've searched my logs and other documents for the mapping settings to no avail. Not sure what to do... Also, looking at the raw csv file, the dates seem incorrect but are strange. The computer date was correct and data downloaded in burst mode shows today's date. But then other dates do not align with dates of actual flights. Thanks again for any advice. Peter EDIT: I did find a single entry my mechanic made when installing the UBG-16. He indicated that EGT probes were installed on the left input channels 1-4. The mapping at Savvy talks about Series #1-50. I don't know how this relates to EI's use of the word channels. A single line of data looks like this: 06/26/2021 09:13:17,OFF,1357,0220,1058,0326,1383,0999,1338,0327,0190,0392,0085,0082,0085,0083,0085,0082, Cyl #3 has a failed CHT probe so it appears the cyl 1-4 are displayed in order after "off" Not sure what that "off" means or how to change this into a proper mapping.

I finally managed to download engine data from my EI UBG-16. It seems my problems have stemmed from the fact that my switch is installed upside down. I can't believe it has taken me so long to figure this out but there it is. Sadly when I upload the csv file to Savvy it throws an error with "file not recognized." Perhaps I didn't wait long enough for the file to process, though I waited quite a long time once the download indicated complete. On the bottom of the DRS-1 sofware it said "processing" with the blue progress bar looking complete. I waited 15-20 min more and it never changed so I closed the program. Is this the problem? Start over? I've attached the csv in case anyone can tell what is going on. (warning there are some intermittent probes, though I think there has not been a problem with #4. #3 Cyl temp failed right after the annual. Thanks, Peter EDIT: Oh, I see where I failed. I didn't know I had to map the UBG-16 before uploading. I'll get to this pretty soon and try again. egt.csv

Thanks for the Savvy Anaylsis website. I've enrolled!

Oregon87, Many thanks for your post! I do have the Keyspan Serial Adapter and I have used the DRS-1 software to download data in the past. My problem is that I have never been able to properly dispay the data. It has been more than a year since my last attempt so my memory is a bit hazy around the display issue, however, when I tried to import the data into EG View I got a date and format error. Pretty sure I just gave up at that point. Next weekend I will have access to the plane and will try again. Thanks, Peter

I don't disagree with any of the comments re screws. I was just reporting what has been said to me. Nonetheless, it is disconcerting to have experienced this! I will probably remove the top cowling and check screw tightness after a few hours of flight. In any case I've yet to diagnose the fuel flow issues that remain. I certainly have appreciated all the feedback! Peter

I wrote to Surefly about the problem. I'll paraphrase their reply. 1. Most likely I've solved the problem. 2. This is the first report they have heard about screws coming loose. Peter

Yes and no, or maybe. I have an older EI unit and I've had a devil of a time trying to retrieve the available data let alone display it. If the problem persists I may need to resort to it. I finished up today. The run-up / mag checks were entirely normal. I won't be able to fly until next week. I spoke with my mechanic and he insists that he torqued all three screws, but also noted that on other Surefly installations he has had screws come out but never more than 1. I cannot believe that such a critical part of the aircraft depends on three garden variety screws with no means of lock wiring them into place. Replacing the screws properly will take many hours of work and I have little trust that they will remain in place. Has anyone else at MooneySpace had an issue with these screws? Peter

It is all very strange. I have managed with great difficulty to reinstall 2 of the 3 screws. I think the 3rd is beyond my capabilities! What remains to be determined is why I have the fouled plug in the #4 bottom cylinder. Plug or ignition lead, or worst case a cylinder problem? Perhaps the loose cap allowed the #4 lead to pull out a bit? I wasn't able to tell given the cramped working space. Once I get the plugs back in hopefully a runup/mag check will reveal something. Peter

The "stumble" was/is extremely brief and solitary. It lasts a fraction of a second and repeats every 15/20 min, or with different altitude/leaning maybe once every 1.5 hours. UPDATE: Yesterday i had the opportunity to dig into this. 1. The Surefly (Slick) cap over the ignition harness wires lost all three hold down screws! The cap was just hanging on the 4 leads with all screws lost. I've managed to find a single replacement screw and it took me an hour to get that one screw back in place. I doubt I'm capable of getting the other 2 screws back without removing obstacles as working space is nil. 2. I pulled the 4 plugs operated by the left mag (Surefly) Top #3,#1, botton #2,#4. All plugs look normal except the bottom plug of #4 was quite oiled, black and has a lead ball. This is just 12 hours since annual where no such symptom was noted. I pulled the top plug of #4 and fortunately it is completely normal. Hopefully this points to either a failed plug or failed lead. I did measure the resistance of the bottom #4 plug and it is 1,250 ohms. I know, not a reliable test, but at least under no load it seems like the plug ought to fire. So, maybe it's the ignition lead. Anyway, I think I'm getting close to finding the issue! Thanks, Peter

Thanks for all the suggestions! Yes, fuel pressure seems quite steady. I have been hesitant to do a mag check in flight after reading about typical loud backfires. My wife was on board yesterday so my hesitancy was tripled! In my first post I didn’t mention that the left mag (Surefly) drops 25 RPM but the Slick Right, 100+. My POH indicates 100+ is okay but also indicates that they ought not to differ by more than 50 RPM. Is this still a valid statement with a Surefly installed? I will certainly inspect for more fuel staining, check the fuel selector and boost pump fittings. Thanks! Peter

At my annual on my '78 J in early May I complained of a fuel smell in the cabin mostly on left side. Small leak was identified and repaired at fuel sender on right side. Problem not fixed and I continue to notice a fuel smell and I think a decrease in left tank fuel level after sitting for a couple of weeks though no fuel staining on hangar floor. I do notice a small stain at a drain hole but zero staining on any rivet lines or places that are tank seal joints. Until recently my Shadin fuel totalizer has been quite steady in readings fluctuating perhaps .1 gph occasionally. Starting with my most recent 8 hour trip the Shadin will not settle down and fluctuates between 9.7 to 10.5. Turning on the boost pump sometimes reduces flow and sometimes the Shadin will be steady for 15-20 min and then start fluctuating. I'm thinking that air must be getting into the fuel line and this might be related to the fuel smell. Yesterday, departing Adelaide, I had a brief stumble. The stumble continued in cruise at 5,000' every 15-20 min. I was probably leaned to 50 ROP. This was on left tank. I switched to right tank and thought initially the problem was gone, but it returned though less frequently. Later I climbed to 8,000 and didn't lean as aggressively, more like 100 ROP and I got a single hiccup in 1.5 hours. At the annual my left mag was replaced with a Surefly (with timing). Initial flights have been perfect until the trip yesterday. I'm really unsure what the problem is....fuel or Surefly. Up until yesterday I've had zero issues with this less than mid time engine. Obviously I'm in touch with my mechanic but he isn't located very close to home base. Any advice gratefully appreciated! Peter

A brief, but delayed update... Using the correct formula my Shadin is now quite accurate. However, a new issue has popped up during a recent 8 hour round trip from NSW to Adelaide that either involves my new Surefly or possibly a fuel flow issue. I'll be making a separate post looking for guidance. Peter

-a- Thanks for your reply. I'm not sure what a live link is but if you copy and past the link in my 2nd post it goes to the post where the denominator is reversed*. I've gone back to my original data and K factor and done the proper calculation. It wasn't that nothing happened...what happened is that my results were somewhat worse than before I made the adjustment but withing a range of error that it appeared to be basically the same amount of error. Next week I will test the new setting and I'm certain things will move in the right direction. Peter *I fixed that link above.

Okay...it seems the formula I used is incorrect (and was taken from another thread on this forum where it is also incorrect)! https://mooneyspace.com/topic/4865-k-factor-for-m20j-with-io-360-a3b6/?do=findComment&comment=62575 I finally found this at Shadin:

My Shadin indicates about .5 gallons/hr too low in fuel burn. I adjusted the K factor but the results were essentially unchanged. Is the formula I used correct? New K factor = Old K Factor * Actual Fuel used/Shadin Fuel used I verified that my K factor was increased and saved into the Shadin. I suppose I will just repeat until I get some change. I'd certainly prefer that the Shadin over reported rather than under reported! Thanks! Peter

I seem to have fixed the problem. Flew 1.4 hours today and altitude hold was perfect. I’m not sure if it was the hoses or running the servo but hopefully things remain fixed. Thanks again for all the suggestions! Peter

Thanks for all the replies. The tubing to the pressure transducer was quite brittle with numerous small cracks...but, I don't think it was actually leaking. In any case the tubes are now replaced and I've exercised the pitch servo. I'm flying today and will report any results. Peter

A new problem surfaced yesterday with my S-TEC 60-2 which has been super reliable for many years. I'm sure I will need to take this to a shop but I'm curious if anyone might guess what is going on? Tracking works as expected. Vertical hold seems to work fine for a few minutes but then commands a very sudden and rapid pitch down (and less frequently a sudden pitch up). Today I flew again and these failures did not happen but altitude hold was accompanied by a lot of porpoising. Thanks, Peter

Thank you!

Maybe I'm blind but I cannot see how to delete track history. I can see how to turn it on or off but not how to delete it entirely. Thanks in advance! Peter

Thanks all for the replies! I've sent a message to Trek and hopefully he might provide input. I can understand that mapMX is the desired format. What I don't understand is why aviation out from the GTN will not work at all and why it throws the "route memory full" error. It would be nice to be able to operate both pieces of equipment (Shadin + aera760) until I can get to a shop. Where I live in Australia this is a 1 hour flight each way + landing fee at Bankstown and I guarantee this will be more than 1 hour of labor! A pity because it wasn't 3 weeks ago that I did the same for my FAR43 checks.

Some progress! I switched the GTN to mapMX and set the aera to mapMX and all seems good! It sure would be nice if Garmin clarified the user manual on this point! The manual states only that mapMX is preferred. It certainly doesn't say that aviation out will not work. I find this rather strange given that the aera has a setting for aviation in. Is the implication that it will only work with Garmin navigators that only have aviation out? I tried Aviation out from my Garmin 300XL; it also would not work with the aera but works fine with my GPSmap695. I don't think the 300XL can output mapMX. Of coarse I solved one problem only to create another. It seems the serial port on the GTN is shared with my Shadin mini-flo. Now the mini flow won't operate with the mapMX setting. I guess I will be paying some big dollars to an avionics shop to fix this up. Thanks all for your help. Peter