zehutiman

I’m hoping that the mx shop simply allowed the batteries to be depleted. Though the engine started strong, I noticed that a picture I took 15 minutes after the one above, showed 16 amps. I’ll have to go back out to the airport…I left the airplane on a trickle charger.

Two batteries, and they’re both about 18 months old. The oil pressure is why I took the photo.

I’m wondering if anybody has any insight into a drastic change I recently noticed in my battery amperage indication on the GI 275 Engine Monitor. The airplane just came out of the shop for some comm wiring issues and to recalibrate the CiES fuel senders. Normally, I see 1 to 3 amps, but for this 40 minute flight I was seeing 16-24 amps. Just to be clear, the 24a is what’s being pulled from the battery, correct? The battery voltage during this last flight was 13.4v.

I’ve got two O2 tanks, but only one is current. My question boils down to if I can swap out the valves between the 2 tanks. Both are empty. Is there any reason why I can’t do it myself? The small tank is current and was used for medical O2, but I want to swap the valves. Thanks.

I wonder what the thickness is of the outer skin…

Do you mean that he fixed the existing (damaged) door?

That’s a good point. It held together…somehow. I was surprised at how much drag the open door was creating. I didn’t know each door was slightly different size!

I don’t think so

Yep, my baggage door on my 1980 M20J Missile popped open during climb out. No doubt it was due to me not closing it properly, but I’m wondering if anybody else has had that happen and what they did repair-wise. Mine still closes surprisingly easily, but there’s an unmistakable crease in the door, near the hinges.

Gents, thanks for the insight and info!

So, if ATC won’t let me fly through the TFR, they’ll probably just push me over to the DC SFRA, you think? Easy peasy on an IFR flight plan?

I’m planning a flight from NC to Boston, which will take me through a TFR (over Delaware), which sits right next to the DCA airspace. So, a lot of restricted airspace. Does anybody have experience with transiting this TFR in particular, or TFR’s in general? The notam for the TFR states that ATC will allow transiting aircraft to proceed through the 30 mile ring (but not the inner 10 mile ring) based on ATC’s workload. I’m wondering what the reality might be. TIA.

I’ve got a GDL50 mounted on the baggage shelf of my 1980 M20J, and I’m wondering if I might be able to swap it for a GDL52. Anybody know if that’s possible with the existing wiring?

No, it’s definitely new behavior.

I’ll try that tomorrow.

I tried number 2. yesterday, but didn’t notice a change. However, I wasn’t sure how long to let the engine run on each mag, so i only ran it that way for about 10 seconds — not much time for the temp to change. How long should I run the engine on each mag?

I’ve been flying my airplane (Missile) with a new GI275 for about 1 1/2 months and during the last couple flights, the #4 cylinder EGT has been running about 130 deg hotter than the rest. The CHT is a bit higher, too. I can’t find an actual EGT limitation listed for my IO550A, but obviously the 130 deg difference shows something isn’t right. My research shows that if it was a valve problem, the CHT would probably be lower? Any thoughts? PS: during descent, the EGT increased quite a bit — high 1500’s — so I increased the mixture to keep the temps down. I’ve never paid a lot of attention to the EGT’s and CHT’s during descent, but I’m reminded of Mike Bush’s comments that he leaves the mixture alone after he’s finished leaning at cruise, so it stays the same all the way to landing.

Can I change the limitation from 28 to 36, or does that have to be done by the avionics installer?

So, the avionics shop said the Continental IO 550A manual states a maximum fuel pressure of 36psi at 2700 rpm. He’s not sure if the Missile STC changed that. I wrote in my notes that the max was 28psi, but I can’t remember where I got that from, and I’m away from home, so I can’t double check. I think I got it from the POH’s STC addendum . The POH is in the airplane. Any Missile owners out there who could comment on the max fuel pressure?

Apologies for a subject that’s been raised several times, but I couldn’t find answers to my situation. I have a 1980 M20J Missile that recently had an avionics upgrade, to include a GI 275 engine monitor. I also got CiES fuel senders. The sender’s performance, along with fuel flow, has been totally underwhelming, and I realize that may be due to “other factors.” The other day, I descended from 11000’ and began getting a high fuel pressure warning; the maximum allowed is 28psi. The pressure fluctuated between 26 and 29 — never steady. That particular day, I flew the airplane on 2 legs, for a total of about 5 hrs flight time, and I did notice the pressure fluctuating a lot, between 11 and 13 psi. I think it got my attention even before the warning because of the fluctuations. The high pressure continued until landing — about 20 minutes — but stopped during taxi. Any ideas? I’m 500 miles from home base, so one of my biggest concerns is safety of flight, regarding engine failure. TIA.

Does that have anything to do with the Continental’s altitude-compensating fuel pump? Or, are you talking about something entirely different? I’ve tried to find info on how this fuel pump affects leaning techniques in my Mooney, without much success.

That’s what I’ve been doing (idle cutoff). If you run the pump with the mixture full rich, that’ll flood it, right?

Do we have any Continental IO550 users out there that would share their hot start techniques? Lately, I’ve been having a lot of difficulty getting my engine restarted. It does the classic, run then stop. I’ve seen many variations suggested, especially regarding the boost pump…some say to run it 15 seconds, some advocate 30-60 seconds. ,

Regarding size, I was skeptical at first, too. But, you sit so darn close to the panel that my 61 year old eyes have no problem with it.

I notice that you don’t have % power. I just had mine installed and I don’t think I have it either. Do you know why?