zehutiman

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?

When I look at an Imogen 5, I only see one nipple for an oxygen tube…where and how do you connect a second tube?

I believe all airliners now have Nitrogen-generation sysytems.

Is an all-wood panel allowed in a Part 23 airplane?

I utilized Savvy services for several Prebuys. They perform a lot of the legwork and, coordinate with the mx facility. If it’s your first time getting involved in purchasing an airplane, they’re a helpful resource. It’s nice to get a second opinion on some squawks that arise from the Prebuy.

I think this correlates to me turning off the heat and opening all the fresh air vents — the temperature dropped due to all the vents being opened.

Yesterday was definitely during flight, but to your point, I’ll have to pay closer attention to the actual times in flight — some of the timeframes shown in the screenshots extend after landing, maybe even up to an hour.

I’ve been flying my Mooney for about 3 months, and I use the Lightspeed DZ headset that has CO detection. Yesterday (March 21), I got my first CO alert while using the headset. It coincided with me turning on a little bit of heat — just a crack. I took a look at the headset app and it showed CO levels during previous flights. You can definitely see a spike in CO level when I turned the heat on; then I turned it off and opened all the fresh air vents. I’m curious if there are other Lightspeed users who can compare their CO profiles to mine. Btw, I think the headset alerts a caution between 10-50 ppm, and a warning above 50 ppm? I’m not certain, though. Sorry, the screen shots are out of order.

I’ll have to look at that.

Well, that’s a bit of a relief to know that I’m not missing them. In the flights I’ve had so far, I’ve just been leaning to about 15.5 gph between 8000 and 10,000’, which is what the previous owner stated was his procedure — which looks to be a good ballpark target. And, I’ll try your technique next. Thanks for the charts.