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G-SLOT

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About G-SLOT

  • Rank
    Advanced Member

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  • Gender
    Male
  • Location
    UK
  • Reg #
    N1012P
  • Model
    M20R Ovation II

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  1. I think this looks great and I'm very keen to order one. Few questions: 1) Will you ship to the UK/Europe (my aircraft is N-registered and installation would be signed off by an A&P/IA)? 2) Can this be installed on foreign registered aircraft (EASA - UK/EU specifically)? 3) I have a M20R with the Monroy long range tanks. Is there an access panel available where this unit can be installed without interfering with a fuel tank? Thanks!
  2. Reminds me of a call I got from the airport manager about 3 years ago that someone had started their Piper Arrow with full power (perhaps a botched flooded start), launched out of his parking spot, shot down the taxiway, smashed into a Cessna 152 and then spun into my aircraft (an AG5B). I needed a new wing and extensive work elsewhere. The video of the event showed the Piper pilot lowering the flaps as if attempting to apply a handbrake. The irony was that I was flying earlier that day and decided not to stop for lunch as I had work to do at home. Had I blown off work and stayed flying, I'd h
  3. ...or the one about the Pan Am Captain in the 1960s who taxied off the runway after landing at Frankfurt and, although being cleared to the gate, stopped on the taxiway. The Frankfurt controller repeated the taxi clearance to which the captain responded that he was not sure which way to turn. Frustrated at the Pan Am jet holding up traffic, the Frankfurt controller brusquely asked the captain whether he had ever flown to Frankfurt before. The captain replied: yes, once, about 20 years ago, but I didn't stop that time.
  4. Read this one many years ago on a UK forum and it made me laugh out loud - supposedly true: USAF F15 (speaking very quickly): Scottish, Fast Eagle 01, with you. Scottish Control: Ehhh, aircraft calling, say again. USAF F15 (speaking just as fast): Fast Eagle 01, with you. Scottish Control (after a slight pause): OK... Testicle 01, squawk ident, climb altitude 9,000. USAF F15 (angrily): Dammit Scottish, negative! (spelling phonetically): F-A-S-T-E-A-G-L-E 01.
  5. My previous base was 2,135' though the prevailing wind meant most landings were slightly uphill. Landing downhill in the other direction was always a bit tight, especially as one had to carry a bit of extra speed on final to accommodate wind sheer typically experienced descending below tree height. My current base has a runway length of 2,543' (flat). As others have said, speed control is key and just be ready to throw it away and try again if a little fast. Short runways are fine, as are gusty crosswinds, but the two together can keep you on your toes and may necessitate a dive
  6. I don't have the special cable to get the data. Held off buying it given plans to upgrade to an 830 or 930.
  7. While flying to Holland to bring @Hyett6420 back from delivering G-OBAL for its avionics refit, I perceived a slight roughness during climb to 9k (full throttle, 2500RPM, ROP) and then I could not get the engine to run smoothly LOP. Noticeable roughness beyond about 10 degrees LOP whereas normally she is very smooth deep into LOP territory. Was fine on the flight before. No sense of reduced power during takeoff but I did get the sense the CHTs were slightly warmer than usual (though perhaps because it was an unusually warm day and I was ROP (tried to keep it around 100 ROP WOT at 9k). Luc
  8. Brief update on this - I think I've partly figured out why my CHTs on cylinder 2 have been reading so much hotter than the others. It turns out that the Mortiz gauge reads off cylinder 2 via a bayonet probe. In my JPI (EDM700) installation, cylinder 2 uses a spark plug ring temperature sensor and I gather that it is commonly known that these sensors indicate a temperature that is substantially (40-50 degrees) higher. The CHT indication on the Moritz gauge, which I now know to show cylinder 2, is at a much more comfortable level.
  9. When I bought my Ovation II last year (310hp), the alternate air door popped open at full power too. It closed as soon as power was reduced after takeoff. The A&P/IA who looked after it mentioned that a basic kitchen cabinet magnet was in the parts book but, after I had the plane for a few months and the Mooney factory started shipping parts again, we ordered a magnet directly from the factory which was a much more robust part than the kitchen cabinet magnet on there before. Not cheap but the Mooney magnet is worth it in my view. Once in a while, it still pops open at full power but more o
  10. I had a really helpful conversation with the folks at Electroair yesterday. As I understand it, the electronic ignition does not burn the mixture faster (I thought this may have been the case which would, as @carusoam suggested, have a similar effect as advancing the timing) but rather that it ensures all of the mixture is consumed. It does lead to higher CHTs but should not cause my CHTs to rise that high. Everything runs well with my engine at 2500 RPM and below. It's something between 2500 RPM and 2700 RPM that is causing the temperatures to rapidly increase. I'll be having the ti
  11. The Electroair system was installed long before I bought the plane so can't say what full power CHTs were before. OATs in the region of 60-80 degrees - nothing terrible. I do very shallow climbs for better cooling generally (130-140kts) and, although I have tried low boost, I did not get the sense that it increased takeoff fuel flows.
  12. I'm trying to troubleshoot what I think are too high CHTs on takeoff and wondered if anyone had similar experiences and solutions. Here are the relevant points: Ovation II with TCM IO-550-G 310hp STC with Hartzell Prop Electroair electronic ignition Gamijectors (checked and clear) Baffles all in good shape. No issues during pre-flight checks and runups. Engine uses Aeroshell W100+ oil (recently switched from W80+ with the seasons). Especially on cylinder 2 (left rear), CHTs climb rapidly and will easily exceed 400 degrees during takeoff at full pow
  13. Assuming you're not flying at/above FL250 and don't have HF, you'll likely route CYFB-BGSF-BGKK (if you need to, may not though stunning scenery)-BIKF or BIRK-BIEG (again, if you need to, may not)-EGPC and on from there. This site is very helpful: http://www.gcmap.com/ With a DA42, you'll presumably be using JET-A, availability of which should not be an issue. If it's one of the rare AVGAS DA42 models, that should be fine too but just call ahead to make sure it's in stock, especially at CYFB. I flew the route over the longest day of the year, which I'd recommend, but otherwise genera
  14. Last year I noticed cylinder 3 on an IO-470 lose both CHT and EGT - the whole cylinder went cold and there was a definite roughness - i.e. clearly not an indication issue. Reduced power on that engine and took it straight to maintenance after landing. Turned out both sparks needed replacing - relatively painless, made especially easier by the engine monitor showing me where to look.
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