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pmccand last won the day on November 7 2012

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  1. 1) That's the oddity I am concerned about. Absolutely ZERO chance that cyl is going lean as it is DUMPING gas into the system from the fattened-up carb "repair" we had done to accomodate the PF exhaust.. However, I will look for the third time at the intake system again for leaks when I install my brand-new hydraulic units that arrived via UPS today...they are going in Cyl #4 as I suspect there is a fairly good chance that one may be causing the odd readings. Hopefully, I will be able to fly again tomorrow afternoon with better results. 2) explain "flight profiles" that I need to obtain if you would please...
  2. OH! NOW I GET IT! Duuh!!! The drop off begins at 3: 24 of flight #5. That's when the rough engine started....Have at it. Phil
  3. do they have a blog or something similar for folks to chime in?
  4. I have a few follow-up questions for y'all. 1. From what I see on the free service portion of is a service that simply is an on-line plotting program to visualize your downloaded engine data. Am I correct that there are no automated nor human interpretation of the data unless you are a paying customer in one of their upper tier services? If this is so, I suppose, I can bypass the "free" Saavy service as I can just as easily use the EZTrends2 plotting program provided by JPI to visualize these data. Jpi's program is pretty easy to use. 2. I discussed Cyl #4 problem with my mechanic and we are in agreement that it is likely that something in either of the valves hanging open in #4 under high load and temperature. Since the hydraulic lifters were not changed during the last overhaul we are thinking that changing them out would be a good place to start. Looking again at the graphs of cylinder #4 CHT and EGT above, does anyone out there have any contrary or alternate theories that would cause the anomaly,or are we on the right track? Thanks!
  5. Nope...Carb. No injectors here. 180 HP. Also, a clogged injector would cause a lower CHT, but a higher EGT. Mine is showing lower on both readings.
  6. No, it's not too bad in #4, but the second flight#5 is much worse. It is the first correlation I have found between my seat-of-the-pants, something is not right feeling and actual data. Still doesn't explain the burned up cylinders though
  7. All had problems. Now cylinders are mixed and matched after overhaul.
  8. Nope. I checked every tappet clearance myself. All between 0.028 and 0.080" dry. Lifters kept in the same slots.
  9. Here we go. Open the corral...let the horses run wild! I am thinking a bad hydraulic lifter on #4. EGT and CHT stay low after full power takeoff and warm engine.
  10. Just went for a first flight with a fresh top end overhaul and a new JPI EDM900. I am seeing a drop in EGT and CHT in cyl #4 with rough operation just after takeoff. Is there some PROFESSIONAL mechanic or some business that specializes in interpereting the logged data?
  11. According to the TCDS, the M20B and earlier had rudder travel of only +/- 18 degrees and a short rudder. The C model series all went to increased rudder travel of +/- 23-24 degrees with the installation of a rudder bellcrank that was drilled to provide a greater deflection and leverage over the B model. The taller rudders came later which included some later "C" models and up. The early B models (and unknown number of C and up) never had a "Maximum demonstrated crosswind component" listed in the POH. BTW, ALL demonstrated x wind component numbers on ANY aircraft are only the measured x-wind that was found on the day of certification, and have absolutely nothing to do with how much x-wind the aircraft can handle. I took my M20B out with an instructor and found the short rudder/short throw "B" was good up to around 16 knots before running out of rudder authority. As a side note... yesterday, I FINALLY installed the M20C rudder bellcrank that was sitting in my tool chest into my B model and readjusted the throw to +/-23 degrees (per official "Mooney" factory addressing the bellcrank and rudder throw design letter (in my possession) which was then signed off by my I/A. I haven't flown it yet, but Friday should be a beautiful day to try it out with my new engine, landing gear, JPI EDM 900 rudder and revised instrument panel.
  12. EDM 900 owners

    Check the fuses and connections at the load resistor for your ammeter. There are two thin wires (white and grey), each having a fuse, that measure reference voltage across the block that gives amp data.
  13. Heavy oil consumption

    Engine is back together and finished installing the JPI EDM900 engine monitor. So, now comes the test. My goal is trying not to destroy any more cylinders with heat. Therefore, I need some data from other Mooney owners that have the 180 HP CARB'ed engine. (all you fuel injected guys can sit on your hands for this one. I am interested in engines with carburetors ONLY!) I do have a Power Flow exhaust so collecting measured data from other PF owners would be helpful but not mandatory. 1) Fuel flow during full-throttle on take off (sea Level)? 2) Fuel Flow at climb-out settings? 3) MAP seen on full-throttle takeoff (sea level) 4) Exhaust system used (stock or PF) 5) EGT's seen on climb-out settings 6) CHT's seen on climb-out settings Thanks in advance. * I believe the POH says to first reduce throttle to 25" followed by a reduction in RPM to 2500 on climb out.
  14. BasicMed

    That's what I thought. Just double checking. Nice to know that I don't have to stop flying for 6 months while the FAA physicians approve the med, hassle with letters from the physician and wait months to prove stable results as was done in the past.