DaveMC

cleaing the injector fixed that problem. Now just finished installing 12 fine wire plugs and that has finally fixed the issues....

It works great

I have non FIKI TKS equipped bravo and it preforms exquisitely well in ice as long as the external temp is above -35F. (whole nother story!!) My understanding is that the only difference between the FIKI and NON FIKI installs is an addition pump. (not a A and P just some personal research). Many years ago my CFII took me up in my old C model and a "perfect" icing day (ceiling was 4000 ft ad a nice layer of clouds below freezing, with temps above freezing at 3500). It didn't take long before the tiniest bit of ice degraded the M20C flight characteristics and handling so much that it quite literally scared the shit out of me. It was the perfect lesson from a wise old CFII. I have feared and respected the ice monster ever since. (see disclaimer) I do not like to climb through it or stay in it for more than 30 min or so. I will climb through it if I know the layer is no more than 4k thick and i am at or above MVFR on takeoff (but again...dont like it). I don't mind descending through it as long as i am at or above my own personal approach minimums. I have done this a bunch of times and I have never seen ice on the airframe on landing but still I hate ice. The prop thrower literally covers the fuselage in TKS fluid. BTW a short disclaimer....i have never flown into Known Icing just clouds below 32F. My other paranoid fantasy is that I can not directly visualize the tail TKS functioning in flight. Seeing the fluid covering the wings is very comforting however. A full load of TKS fluid lasts 1 hour and 15 min on de-ice setting and 2 hrs and 30 min on anti-ice setting. I hope that helps.

Although the bulk of the physiological effects listed in the literature that I have seen are for situations with no supplemental oxygen. Adding O2 particularly by a high quality face mask on free flow would clearly mitigate some of these high altitude effect. So that brings me back to the vasodilation effect.

This is the one that makes the most sense to me. vasodilation defiantly increases heart rate. This added with what https://mooneyspace.com/profile/15779-ilovecornfields/ posted also makes a lot of sense. Thank you all

No. My hr only really increases at altitudes above 15k. Ans with plenty of o2on board 99-100% sat Is physiologically no different than 93-95%. IMHO

Hahahahhahaha not

at sea level the heart responds to low oxygen saturation initially with an increase in rate, but sats are fine and by itself should not result in elevated rate. physiologically speaking normal people are o2 driven on heart rate all other thing being the same.

I am wondering if anyone can answer this for me. I am very fit 61y/o pilot. I don't scare easy and I love flying. I have noticed over the past few years that when I am above 17k my heart rate increases. on the ground my resting HR is 55-65. on a average day at work or flying up to 12K my HR is rarely about 75 maybe 80. however when I'm above 15k my HR is in the mid to upper 90's consistently. This is with o2 by mask or by Nasal cannula. I have a pulse ox and even if I put the o2 flow to a place that puts me at 95-98% sat my heart rate still is elevated. I am a physician and I have looked and looked and I cant fine any recourses to explain this physiologically. I am not in distress or having ANY trouble. My HR is just elevated. Thoughts? D

I do. and $5000 worth of oil hoses to prove it ( had to change those out on my first annual after ownership) will ask the mechanic if he borescoped and got a good look at the "pooling" I wasn't impressed when I saw it but I'm not an A and P. on the good news side he reports that after soaking the injector and blowing it out with hopps the #1 is no longer hot on ground runup. we are going to check the "induction tubes"???. while the lower plug needed cleaning both plugs looked and tested out fine. I am having him change out the cork valve cover gaskets for silicone as well a s the gasket for the cover where the vacuum pump used to live. Thanks again for the hlep

Thanks "C" the cylinder in question #1 is the cylinder that we just overhauled 2nd to low compressions at annual. with the limited view one could see the crosshatching. It was the small pooling of liquid presumable oil that was the head scratcher. more to come

Update #2. injector pulled after a ground run reproduced the same issue.... no debris (i watched directly) top spark plug OK. small amount of fluid seen pooling in the dependent portion of the cylinder on visual inspection through the spark plug hole presumed oil.(not a bore scope). More to follow

Thank you for the response. Several things I will change after this event. 1) A slower more detailed run up. The data shows' a real big drop on the right mag however I did not see that on instrumentation. I need to still figure that out. Also the EGT/CHT separation started at full power. 2) Pay more attention to the EGT/CHT monitor EARLIER in my takeoff roll. I believe that I could have see the disparity early enough in the take off roll to abort. As far as the reason for compression loss the mechanic felt that it was the cylinder walls not valves. Which to me seems very bad to me.

Follow up from Savvy for the gearheads in the group Hi David, This is typically one of two issues stemming from mixture or spark - either a partially clogged injector or only 1 plug firing. Given that EGT1 is 300F high, which far exceeds what we typically see for a bad plug, and that the rise in CHT also points to mixture, this strong evidence for partially clogged injector causing an overly lean mixture. This isn't that unusual after recent cylinder work where the injector was R&R'd. Unfortunately just placing the injector back into the cylinder can nick the o-ring or even some dirt can be introduced re-attaching the fuel line. It even happens a lot from cleaning the injectors. We'd recommend starting with the injector, checking for any debris and cleaning and replacing o-rings. After doing so, suggest holding brakes on runway ,or area where ramp is clean of FOD that could be sucked up by prop, and going to full power and giving it a couple seconds to see EGT come up, then only takeoff if you don't see EGT1 escalate above the pack which will all be under 1500F and more likely in the low to mid 1400F's. Unrelated to this, also recommend resetting your data sampling rate 1 sec and then flying the Savvy Test profile. Let us know what you find. Paul Kortopates A&P/IA, CFI-II P.s. don't hesitate to flag a ticket like this as Urgent.

I swear I really don't like surprises. My aircraft just came out of annual September 1, 2021. During the annual #1 cylinder compression was 12. It was determined that the cylinder needed to be replaced. it was. after annual I flew the aircraft for an hour in Caldwell, ID (EUL) 17 September 2021. While #1 was slightly hotter than the rest it was not way out. I then flew the aircraft from EUL to FTT with a stop at APA for fuel. Again no crazy numbers. Today I had a flight planned for KFTT to 2R4. Run up was uneventful, takeoff roll seemed a little slow but I was full of fuel and near gross wt. initial climb out seemed ok until I saw # 1 way out of sync with the others. I immediately reduced power and turned back. on leveling off at 2500 and reducing power it seemed as if the engine was just a tad rough. Landing was uneventful. I downloaded the JPI 900 and will attach. I also have a few marginally good pics of the cylinder which I will post. I have uploaded to Savvy aviation. Engine is 100hrs past TBO and all oil analysis had been fantastic. oil changed every 25hrs and running CamGuard I will post the flight data in order of flights. With the last one in the series being today. For a fraction of a second I thought to myself.... "come on Dave it might smooth out" then I said to myself " don't be a dumbass" as I was turning around. Would love thoughts from the group.