Will.iam

Read up on Mike Bush as he recommends against field overhauls as they seem to have more infant mortality failures than an overhaul shop does and who needs that headache later?

I guess oil leaks on that wood must be hard to clean up?

Yep that’s why i only asked if center could send us a message as we are not authorized nor trained in it’s operation but in aviation world just having the equipment on the new jets shows it’s coming as no company would pay for equipment they couldn’t use in the next few years. at my previous company we had cpdlc going over the Atlantic and the best part was when you requested a FL change 9 times out of 10 it was approved which was just the opposite of requesting over HF. When asked about this i did not know the CPDLC control center was not in the same building as the operators handling the HF radios. They said a computer kept track of the positions of the airplanes and if there was not another airplane within 80 miles it would approve the change. It was very frustrating when we first got TCAS and were still on HF to ask for a FL change and they would come back unable due to traffic when we could see there was no traffic for 80 miles on TCAS.

Done.

Cpdlc was supposed to be mandated by 2020 for the airlines and then covid hit. We are getting airbuses with cpdlc already installed when they come off the factory assembly line. I asked houston center last fall if they could send me a text message to see if ours was active or not and center laughed and said they were supposed to get training this past spring. So as with anything FAA it’s moving at glacier speeds but it is coming. We have bets as to whether we will have onboard wifi or cpdlc first. The best benefit to GA will be when the major airlines do go cpdlc it will free up the radios so us GA pilots can transmit and receive a radio call in a much more timely manner than is at present especially around major airports.

My wx-11 storm scope looked like this: “+” and running a drill by the antenna had no effect. I researched online and Valentine https://www.stormscopes.com/avionics.html sells refurbished processor boxes and i almost fell out of my chair when i realized he is located less than 45 min drive from where i live! So i zipped down there and bought one. When i swapped it out my WX-11 went to this on the drill test: All for $295! Dirt cheap in airplane AMU’s. The sad part is that he is no longer taking cores or refurbishing the processors due to lack of parts and support. He used to sell them for $595 but is trying to get rid of inventory so once these boxes he has left are gone that’s it. I thought about buying a spare since they are so cheap. If you need one better order sooner than later. What is the life expectancy on one of these systems?

Also looked inside cyl #3 when i was swapping sparkplugs and noticed these on the top of the piston. I assume that is carbon deposits? Seems rather big to me. Will they eventually wear off as i fly more LOP? Just curious. Also does that plug look ok in color? I haven’t ever seen a lead fouled plug before. I’m assuming those little specks are not a concern right? I’m looking for a big like BB size ball of lead correct?

Well thanks to the beechcraft forum they had a continental fuel injection install pdf that explained very nicely with pictures of how the turbocharged fuel injectors are assembled, thus allowing me to not only understand how to take them apart but also listed the o-ring and rubber washer i needed to order to replace them. Once i replaced them and tested again to verify i did not have any soap bubbles and that sealed the airleak. Also did another fuel pressure test and no leak! Finally! Took it up for a test flight and it’s running smoother than when i bought it. Also TIT was lower in flight and i especially noticed at idle before shutdown as before i struggled to get the tit below 800 d F but now it was at 750 and pulling back on the throttle it dropped to below 700 at low idle! Also swapped bottom #5 spark plug with top #1 and top #3 spark plug with bottom #3 and the rough lean mag check moved from the left mag to the right mag so i ordered a new tempest fine wire plug as one of those is faulty and i think it’s number 3 too as i noticed the ceramic Insulator looks like its in 2 pieces. Will have to post pictures when i get the new plug to replace it. Only 24 hours on all 12 plugs but guess that one was infant mortality.

Ok Consensus was I might have an induction leak so I did the induction leak test and accidentally got some soapy water on the injector and this is what it shows how do I tighten the base of the injector compared to the Bnut on top? IMG_2322.MOV IMG_2323.MOV

I had #3 cylinder go higher on EGT about 4 flights ago but thought it was an abnormality but we did a fuel pressure check and it was leaking. Easy quick test to do. I’d do that before taking the injector off to clean it.

So glad a fellow A&P told me the front nose gear doors do not hang down at the same angle. I see the newer Mooneys also show this same thing and is normal from your snow taxi picture.

thanks for the input Carusoam. It's nasty weather here in Texas for the weekend. Will not be able to address this until Tuesday morning at the soonest. Will get back with the runup data then.

this was back in September 2020 I did not see the ad anymore and thus assume that the owner has already sold the airplane.

I have the jpi set at 2 sec intervals. I installed fresh tempest fine wire spark plugs at last oil change. They only have 24 hours on them since new. I needed to get governor inspected before spring break so changed the oil since i needed to drain it to keep the mess down when removing the governor. Keep the ideas coming. Something will come up.

I was going to get a M20k from Canada back to the USA but with covid going on I would have had to hire even the ferry pilot to get it across the boarder. By the time i added up all the extra cost to decertify recertification etc it was going to be $20,000 on top of the $98,000 price. It was a good airplane but just not that good for me. Someone in canada it would be great deal.

Surprised get Home -itis was not listed by the FAA as its discussed plenty at the airlines.

Should I be more concerned with EGT#3 taking a 50 degree dive when the rest are rising, or is that a glitch in the data recording?

Checked timing mags are within 1 degree of each other. How could changing the governor effect the fuel system? Granted stopping the leak would help I would think but here I am asking questions. CHT #2 is the piggyback temp prob I think. Will double check that but it’s always been the coolest temp.

Sorry been taking care of the family and kids just now got over to the hanger to download the data and upload it into savy. Here is the link: https://apps.savvyaviation.com/flights/4739209/1104bef0-3186-4502-94e5-2082c9e5ebc6 I think that will work? Savvy doesn't show any abnormal indications. The sharp drop off toward the end was when I was taxiing off the runway the engine died. Once again I always lean out the engine on landing roll out and it hasn't done this before but this time had to rich it up a bit to keep it running.

Fascinating topic for me as my plane also has the mysterious weight gain of 108lbs only a few off from yours. After talking to several A&P’s they agree i should go reweigh the plane as they cannot think what would cause that bump since it still has factory paint scheme. And mine was reweighed just 2 years after coming off the factory assembly line not some 3 decades later like the original poster. I just wonder why no previous owner questioned the weight bump. I want to know what I got for that extra weight.

Thanks doc. I’ll pass that on to him. How do you know AA9144 is the correct part number. I. E. Where is that documented? His point being how can an A&P tell the FAA that he installed the governor per blank blank manual when there isn’t one. Keeps the liability off the manufacturer and leaves the A&P open to fault since he can’t check the orientation, part number or how many parts are in the assembly. sad how litigation lawyers and people who look to blame anybody but themselves have really discouraged people helping out other people.

Ok thanks for the clarification. I’m having surging but only LOP. Crazy thing was it was running fine until i had to pull the governor to get the AD complied with. While we were reinstalling the governor the A&P noticed the oil breather line was being supported by the #2 fuel injector line which i found out is a no no. We did a fuel leak check and to his surprise it was not leaking but the #3 injector line was. So he tighten that one and i was excited because i remember a few flights back i had a high reading on number 3 and i thought it was a fouled spark plug. So today’s test flight to verify the governor install was a mixed bag. The governor seemed to work fine and no oil leaks but now with that fixed number 3 injector i can not run LOP without surging. Tried a lean mag check and there was notable missing on both left and right check where as before it was smooth. A rich mag check is smooth no issues with the normal drop. I’m going to pull the engine data tonight to try and review to make some since of all this and post it here tomorrow but as right now I’m baffled. I thought induction leak but if i set 29 inches that’s close to atmospheric so it shouldn’t matter if there is a boost leak but then on the ground remembered i was at 3500ft so was still boosting over atmospheric by a couple of inches. I’ll pull the top cowl tomorrow and do another injector test to make sure there is not another leak and check all hose couplings to make sure one is not loose. Is there a way to check for induction leaks easily if i find all the hose clamps are tight and nothing is loose?

How do you test a fuel spider to find out if it’s stiff or not? What are the indications?

Thanks but we are findibg that continental is not as parts friendly in showing a diagram as Lycomings. The A&P is very familiar with lycomings but not so much with continental especially the TSIO 360mb engine. Even a fellow a&p googling a search could not find a diagram of the parts assembly and mccauley install instructions only have words no pictures and doesn’t list part numbers so no way to verify the gasket is the correct one or if it needs 2 instead of one. The old gasket is a different part number so we are assuming its been superceeded but hard to know for sure without a parts diagram.

We r going to use DC#4 thanks everyone. One more question. Does anybody have a parts diagram of the governor install we need to verify the gasket part number and are there only one gasket or two separated by a plate like lycomings?