G-SLOT

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About G-SLOT

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

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  1. I don't have the special cable to get the data. Held off buying it given plans to upgrade to an 830 or 930.
  2. 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). Luckily I was heading to the right place (Aeroskill, who have all of my logbooks, etc on site) and the excellent chaps there got the plane into the hangar and had the cowls off very quickly to investigate. They felt the sparks were looking a bit old so we replaced the magneto driven sparks but had to order new fine wires specific to the Electroair EI system for installation next visit. Tested the existing fine wires before reinstalling. Did a test flight with the mechanic who thought it was fine but, on the way back to the UK with @Hyett6420, we perceived some roughness too. Definitely unusual for my engine. We did LOP mag checks and got the expected EGT rises on all cylinders when shutting off each ignition system but ended up running ROP most of the way home at 10k. Interestingly, down low at lower power, she was smoother LOP. The fact that the engine was smooth on one flight and less smooth on the next makes me think there is some single issue, though I'm at a bit of a loss. Plan is to leave the plane for its annual inspection (slightly earlier than planned) at Aeroskill when I take @Hyett6420 back to collect G-OBAL and have them go through everything - induction, exhaust, injectors, etc, on top of replacing the remaining spark plugs. Hopefully we'll find the issue but interested in any other things we.might check that could cause a sudden change of this sort.
  3. 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.
  4. 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 often than not it stays closed. If you have the top cowling off, you'll see where the alternate air door is (upper rear left part of the engine bay) and you can push the door open with your hand and then see it spring back and catch on the magnet. It was good to see it in this location as I think it minimises the chance of FOD getting into the engine when the filter is bypassed.
  5. 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 timing checked, among various other things. Note, thanks to @Hyett6420 for the tip on linking to a person's name.
  6. 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.
  7. 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 power if left alone (confirmed, everything forward). Takeoff fuel flows are 29.5 to 30 GPH. When I reduce RPM to 2500 (from 2700) very shortly after takeoff, the CHTs come right back to more comfortable levels. I try not to let the CHTs exceed 400 but it is sometimes unavoidable (410 was a recent maximum and only there for a very short period). I appreciate the TCM red line is 450 but I have a personal red line of 400. I generally pitch for a 500fpm climb; i.e. fast and shallow. OAT does not seem to make a huge difference. Normal CHTs in cruise are mid 300s ROP and low 300s/high 200s LOP. I'm happy with those. The rapidly climbing CHTs at full power are alarming and I'm interested to hear the experiences of others, especially with the 310hp STC and/or with electronic ignition. I think the next thing to try would be to adjust takeoff fuel flows closer to 31 GPH. Any thoughts, similar experiences or suggestions gratefully received.
  8. 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 generally during late Spring/Summer should be fine. Although IFR, my approach was to keep going while the weather was good and to wait out less favourable conditions. I'd suggest a well-thought out survival kit, some sort of satellite communication (like a Garmin InReach) and lots of extra TKS fluid if you need it. You should also start looking into insurance earlier than later. I'd also wear a dry suit, even in a twin, and know how to get out the plane and into the raft - harder than one might think. VHF communications are good enough that you can keep tabs on destination weather enroute stay within range of alternates. Ultimately, it's just a series of medium length, straight-line flights. Make sure you apply mosquito spray to any area of exposed skin before landing at BGSF.
  9. 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.
  10. I'm still searching for the relevant AFM supplement for this STC, which I seem to be missing from my POH. As mentioned in the STC itself, the version I need is the Jose Monroy FAA approved flight manual supplement for M20R serial numbers 29-0001 and after dated March 16, 2007 or later FAA approved revisions. Does anyone happen to have a copy of this that they could share with me?
  11. Quick update on this in case it's useful to anyone else: I ended up replacing my transducer. Everything works well now. Although, when the problem first presented itself, the fuel flow on the Moritz gauge continued to register whereas the fuel flow on the Shadin gauge did not, it is a single transducer (attached to the firewall) that sends information to both gauges. I don't think I'll ever know precisely what the problem was but it wasn't a terribly expensive fix (though I haven't got the bill yet).
  12. I'd also suggest a ferry tank is unnecessary. I did the trip in a -J about 18 months ago and plan at least one crossing this summer in an Ovation. The longest leg is 520nm from Wick to Egilsstadir though you can even split that one with a stop at Vagar. The key, in my view, is to play it extremely conservatively with the weather. Push ahead while the weather is good but stop, wait and enjoy the experience on the ground for as long as it takes for conditions to improve.
  13. And me for one more (I already have one) and probably a GFC500 when the King a/p eventually gives up.