Awful_Charlie

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Awful_Charlie last won the day on March 27 2013

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About Awful_Charlie

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    Won't Leave!
  • Birthday June 16

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  • Gender
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  • Location
    Yurop
  • Reg #
    2125K
  • Model
    1998 M20M

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  1. Awful_Charlie

    Avidyne or Garmin 530

    What he really means: 10 minutes to read the instructions, broken down as - waiting 5 minutes while a woman reads them - 5 minutes nodding and going "mm - ok" while she reads the pertinent bits back
  2. Awful_Charlie

    Heat Shield

    FoxMike is correct - it is stainless and not aluminium as I wrote earlier Lousy photo as I didn't want to disconnect hoses, so this it just easing the duct outwards to point the camera down the back - you can see it's not in the best of shape, and appears to be stuck on with RTV as well as a pop rivet or two
  3. Awful_Charlie

    Oxygen leak

    Hmm - I hope you've had that looked at in the meantime: MM Section 5.10.01 My regulator leaked (albeit on the ground too) before one of the previous overhauls but then came back fine I agree getting the professionals involved would be a good idea, but unfortunately I do slightly disagree with the pressure holding - I've got one airline extension which will hold 60PSI, but with 100PSI behind it will leak down to 60 - it's just a worn out O ring in one of the connectors (but to fix it means putting on a new connector, and it's only used for doing the tyres and that job is bottom of the pile for the moment)
  4. I was about to post up the data sheets for the Bravo oxygen components (cylinder, regulator, filling ports, outlet ports etc) which is probably good for other models too, but these didn't really fit with any of the existing groups so have held back. Could we maybe have a "OEM Component" area or similar?
  5. Awful_Charlie

    Oxygen leak

    As you have the altitude compensating regulator, don't forget the output depends on the altitude! If you have a leak at a seal/joint (as opposed to a hole) it may be that the leak does not manifest itself until higher pressures
  6. Awful_Charlie

    Engine data analysis

    I don't see a great variation there - I think this looks pretty normal. Here's a failing #3 exhaust valve with a 4 second sample interval (on the ground, 1000-1200RPM, so the fluctuation in the cruise would be around twice the frequency) According to the documentation, you should expect the variation to maybe be installation specific, with EGT probes further from the cylinder head showing less of a variation - however after swapping a couple of bits of exhaust with unmatched pre-drilled probe holes in the past, I have a feeling that effect may be exaggerated somewhat It only takes a few seconds to grab the data (I normally download the JPI data after the last flight of the day - the USB stick is on the keyring!) You don't need to do anything with it, but when you find a problem you have something to compare against - isolating a problem without any reference is more difficult. With a 6 pot engine, most of the options installed, a 4 second interval, the old EDM800 I have can store around 8 hours of flight - I believe the EDM x30 models have a lot more memory (although some of this will be used by the GPS options)
  7. Awful_Charlie

    Heat Shield

    I had assumed it was standard, but maybe it got put there by a previous owner: the inside of my intercooler duct is covered by a thin sheet of aluminium
  8. Awful_Charlie

    Dry vacuum pump poll

    I just replaced mine at engine overhaul. Like Jose, it was a Rapco, and had over 1200 hours on it
  9. Awful_Charlie

    Mooney Bravo Valuation

    I'm in the wrong country to make a better estimate, but my feeling is that for a 1991 with a run out engine, you're much nearer to 100 rather than 150. Deduct a bit more (say 3k for the oxygen cylinder, another 2k for the shocks, other maybe questionable required works, then I think something around the 100 mark is more on the money. With a new engine, everything up to date, I'd be surprised if this was a 200k aircraft, unless perhaps if it had new paint & interior, fully up to date and extensive avionics etc Just my 0.02
  10. Awful_Charlie

    Built in Oxygen and firting required

    I got one of these to make the connection to the aircraft I rent a big cylinder to fill from, and put together a pressure regulator, two gauges and a long bit of hose, and that lot (with a thermometer) goes on a sack trolley
  11. Awful_Charlie

    Potential Fuel pump issue

    Rick shouted I've had the odd fuel pressure indication fluctuation, but normally only after levelling off in the climb - I don't get a misfire with it in flight however. It did get slightly worse as the engine got well past TBO though, to the point that taxiing with a hot engine, in high temperatures and with low fuel tank levels at low RPM that the electric pump needed the odd blip to maintain even running. From the symptoms, I also had a suspicion that the engine fuel pump might have been struggling, but then went for a factory rebuild at nearly 2200 hours (all being well, get the aircraft back tomorrow!), but even then, a change will not be conclusive on the pump. My theory (which is of course subject to many opinions) is that in the climb, you are pulling 20+ GPH through the fuel pump which gives quite a considerable cooling, The airflow is relatively low, so the back of the engine, accessory housing (where the fuel pump is bolted to) is relatively hot. At top of climb, when you then reduce power, the heat is still gradually dissipating, and if you pull the fuel flow back promptly, then the fuel cooling is substantially reduced (for me, to about half the climb burn). Hot engine (fuel pump), less fuel cooling and the fuel vaporizes on the suction side of the pump, and there is not enough time/cool bits to condense it again before it gets to the injector, hence to odd blip in pressure. SOP for me is at TOC (as the trim is winding in) to close the cowl flaps (to reduce the shock cooling, which may or may not be an OWT - your engine, you choose!) and then wait for the cooling rate on the JPI to reduce to less than 10dF/minute. This takes a minute or three during which time the back of the engine is getting a higher airflow, and the heat in the fuel pump (and the bits that feed heat to it) has reduced, aided with continuing with the high fuel flow. When the cooling rate has slowed, I then go to change the power & lean, and this work ok for me. Some things to consider: In the FLs, the air out of the injector assembly can easily exceed 60dC and this is heating up the fuel that passes through it - some components of avgas can start boiling at as little as 40dC. The engine pump is normally higher than the fuel level, so it is sucking fuel making vaporization more likely, compared with the electric pump, which will normally be below the level of fuel, hence it normally has positive pressure on its inlet.
  12. Awful_Charlie

    second alternator in M20K -field approval

    The Mooney part nos. on an M20M with split switch are 880052-525, with 8133K21E13T52-252 as an alternate. I might have a spare one of these at Habsheim
  13. Awful_Charlie

    Autopilot roll oscillations

    Mine wasn't as rapid as Hendrik's, but equally as annoying. Martin at Straubing found the problem quickly (IIRC one or two hours of time including removal, fix, re-install & test flight) which was two resistors out of tolerance (so less than a dollar of parts) 20160713_111922.mp4
  14. Awful_Charlie

    Low oil pressure in 30 hour engine

    What figures did Lycoming get on their test cell? (printed on the yellow "Engine Test Log" sheets) AIUI the low value is 75PSI, so if yours is significantly less, then on the basis you have checked the gauges/senders, maybe you have an installation problem?
  15. Awful_Charlie

    Bravo Conversion

    Well done Lance - you're getting there step by step and I admire your persistence to get through this! For the oil leak, might be worth checking the cylinder head feeds too - I had a leak on one of mine some time ago, but due to the downdraft of cooling air, the drips and mess would always be on the bottom of the cylinder