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Awful_Charlie last won the day on March 27 2013

Awful_Charlie had the most liked content!

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About Awful_Charlie

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  • Birthday June 16

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    1998 M20M

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  1. Turbo Exhaust Inlet Gasket Leak

    Lycoming IPC PC315-8 ( ) #1-5 to Transition: 78084 (but bear in mind the flange 40C19819 which inserts into the transition is a replaceable part and may need replacement if that's where the leak is) Transition-Wastegate: LW-12125-3 There's not a gasket shown between the turbo and transition!
  2. My teacher was more like this - bet someone will try attaching one to an aircraft
  3. Ramp and Other Fees AGAIN!

    Yes, but it was Chang Mai that was really expensive - Chang Rai was "only" 800USD or so. Don Muang/Bangkok was cheap by comparison!
  4. Ramp and Other Fees AGAIN!

    Ha ha ha - you don't know what you are missing! Try $1000 (yes, a one and three zeros) at Chang Mai/VTCT for basic handling (ie +landing and parking!), then +25% for "out of hours" (eg during the day at a a weekend!) And that is apparently the cheap handling agent
  5. Garmin G5 vs Aspen

    I don't know if the G5 is the same as the G500 in logic/inputs, but my decision to go Aspen rather than G500 was that the Aspen had a dependency on the pitot/static system, and the Garmin a dependency on a GPS fix. I have some control over the pitot/static, and can likely diagnose and maybe repair a fault there even away from base, whereas a GPS failure is much more likely out of my control and I'm unlikely to be able to make a repair away from home (remember the duff batch of Garmin GPS antennas that then took down every GPS in the aircraft?). I've seen lots of GPS dropouts, but only one pitot failure (where the heater wiring burnt out)
  6. Thoughts on buying a Mooney Bravo

    Hi Markus I run a Bravo out of Habsheim (LFGB) just over the border, albeit an older (pre-G1000) one. It is on the US register, and I have a local A&P/IA who does my heavy maintenance, the small stuff I do myself. I'm currently at 2100 hours TTAF&E and looking forward to the overhaul in another hundred (or three) hours. It will certainly do what you want - I do a few trips a year straight over the alps - I might even have my EASA IRI soon too! (already have a CRI, so if you need EASA turbo/oxygen signoffs..) Sometime later in the year I'll be over to Straubing for some more avionics and panel work, but it you want to get in touch in the meantime, send me a PM with your e-mail or phone number. Ben
  7. M20M LOP Discussion

    Well said DVA - I shudder when I hear of people asking for 38" of MP and wonder if they comply with the SB for overboost! I put in the IAT probe for the JPI to the measurement port, and can then use ExTrends to check MP vs IAT over a range of lights to see if it drifts off or not (been stable for a while now) Like DVA I get a small variation in MP in the climb/descent, maybe up to 1" for an altitude change of 15,000', for the descent my SOP is to trim for 600FPM at TOD, let temperature stabilise, and try to get down to 24" and 150 ROP for the IAF or a few miles before the pattern on a visual, so I'm normally fiddling with MP and mixture on the way down anyway
  8. Oil filler tube mess

    Fur a funnel I use an old plastic drink bottle with the bottom cut off - the screw thread matches the Lycoming thread. In this 'funnel' (which I kept the screw top for, and put back on after use) lives a rag which I use to wipe the dipstick, but them also stops any mess falling out into the 'tool' box in which it lives (along with a plug spanner, spare plugs, mini-chocks etc) Only drawback is it is maybe rather larger than necessary, but it is cheap and easily replaced, doesn't drip, and doesn't blow away when it's windy on the ramp. It goes everywhere with the aircraft! Great CB solution!
  9. Ooooh - Kolkata - not recommended - see this and this Chitagong Yangon - no avgas! Bangkok - see Kraisi at MJets Don Muang
  10. Avidyne IFD 540/440-Garmin 500 software bug

    Fixed it for you!
  11. Oxygen leak dilemma

    Neither of those green adapters look like original equipment - I believe they should be these (and as per the POH, with a green band) If you are using an "Oxysaver" or similar cannula, then you will need their adapter with a flow meter and flow control
  12. M20M LOP Discussion

    Not quite - the differential controller is there to limit the difference between upper deck and induction pressure - no point in compressing to say 34" and then the throttle only letting 27" into the engine - the differential controller should limit the turbo output to around 2" above the MP. Unless you install a second gauge between the turbo and throttle, you won't know how well this is working. I fully agree that the exhaust is rather fragile though, and this alone makes it worth being conservative with EGT/TITs. FWIW I'm a staunch LOP runner, but then usually cruise at 30" and 2200 to boost efficiency (interestingly the engine POH has figures for 2000RPM, but the Mooney POH is moot about that, and I'm reluctant to try that for the cruise in case it is a prop/engine harmonics limitation). For the climb I shoot for 34", 2400RPM, 120KIAS, TIT max 1500, cowl flaps full open, CHT max 400, and for that 20-22GPH usually fits. My #1 cylinder is the hottest by far, substantially so in the climb, so if often the limiting factor. (my #2 used to be the coolest by far, so I added a bit of speed tape to blank off quarter of an inch of fins to bring it in line with the others) At 30"/2200 I'm normally in the high 12 to low 14 GPH area for about 165-185 KTAS depending on altitude (I prefer FL100-190) and don't have a problem keeping TITs sub 1650 and CHTs in the 350-380 area with the cowl flaps closed in up to ISA+20: when it's much warmer than that I may need to open the cowl flaps half an inch or more to keep the CHTs down. Moving up to 32" MP is more difficult for me to keep under 1650TIT/400CHT without going ROP, and then jumping to 17+GPH for a few more knots, so only do that when there's a stonking headwind or I'm desperate to make up a few minutes. 2100 hours on this engine so far, hoping to make it 2200! (and around 900hrs on the fine wire plugs)
  13. 10.2 Avidyne upgrade help.

    I did the 10.2 upgrades with my A&P on both my 440 and 540. The 440 was first and went through fine, then we did exactly the same with the 540 and it wasn't fine - the unit worked as a navcom, the GPS got a position fix, but the navdata wouldn't be recognised. Initially we thought the unit was going to have to go back the the US, but we got a fix in the form of SB 601-00182-040. Glad to say that fixed it, but did required getting the user options dsf file which I have still yet to apply. As to using a battery minder "that never tripped" then the owner of the battery minder obviously failed to read the instructions of the battery minder, or was indeed exaggerating. The current draw on my aircraft with the master and avionics on and all other non-essential services is in the region of 8 amps, so a standard 10 a/h battery is going to struggle to do an hour, adding back 4A with a battery minder is still only going to get me to around the 2 hours mark, so we hooked up another 4A charger to the external port too - even with that the battery voltage had dropped to 25V at the end of the upgrade. Doing the two upgrades as recommended took a little under 4 hours. If you don't understand this stuff, then thoroughly recommend getting your shop to do it
  14. Today's flight for 2017

    Hope the winds are in you favour Bryan! Did an 1100nm leg last week (crossing a low pressure system, so headwinds all the way) : 7.5 hours airborne - really enjoyed getting out at the end
  15. 1100nm yesterday with up to 35knot headwinds - 30" and 2200RPM just about all the way - needed the help of Jose for that!