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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. Awful_Charlie

    Leaning / GAMI Questions

    Welcome fellow Bravo owner! I'm a LOP convert, and I'm also in the throes of GAMI adjustments having just changed engines (at 2200 hours, the fuel pump and exhaust system were getting tired, the final straw being the original cylinders wearing out) To take each of your questions in turn: 1) Without a data logging JPI, you've been given some options above, but I would suggest leaning very slowly, letting it settle, and then taking the readings. Might need a long cruise segment to get enough points though! (I had a long cruise segment a few weeks ago which I used too get myself in the right GAMI ballpark. Process after establishing the cruise was just to tweak the mixture out a little (say about 1/5 turn on the vernier) every minute or so - if the fuel flow doesn't settle to a value that averages out 0.1 or 0.2 lower than the previous sample then richen up and do it again! I spent 40 minutes getting down from 18 to 13GPH (easy airspace with minimal ATC interruption) 2) The readings jumping up and down up to 0.2GPH without touching anything seems to be frequent on mine. This seems to be an instrument thing (it's counting pulses, so maybe it is a pulse just in or out at the start and/or end of the measurement cycle). I have the original Shadin Miniflow and the JPI running from the same (Flowscan) sender, and the Shadin is noticeable more damped than the JPI, to the point the Shadin lags the JPI by maybe a GPH or more when leaning 3) Maybe worth getting another 10-25 hours on that cylinder - when you consider it fully run in, then that is what you are going to set up for. Remember you get so much tweaking time with GAMI for an install (a year I think) 4) Although the MP may stay the same over an altitude range, the temperatures do not (IAT is the one the engine cares about), and it is overall air density that affects the mixture. In the POH you will see the fuel flow for an MP setting varies a little with altitude, with a small temperature correction too. I would also suggest 50 LOP is the lean limit unless you are CHT limited - when you go further LOP not only is the power is dropping off but the BSFC is getting worse too. I find that at 30" 2200 I can keep everything happy at about 10 to 20 LOP When you get your data logging with a JPI sorted out, by all means choose a sample period to suit yourself, but I would suggest using the lean find option which then sets the interval to 1 second until you exit the function, and a normal reduced rate will then increase the length of flight time the unit can store.
  2. Awful_Charlie

    Engine Oil Quick Drain removal

    That's interesting - I'd not heard that before. I've got a BJ1000AH-4L with a tube attached, do you by any chance have a reference or data sheet for it? (my google-fu didn't find one)
  3. Awful_Charlie

    CDT-Gauge dead ...

    CDT is only the same as IAT when there is no intercooler - otherwise CDT is what comes out of the turbo (and goes into the intercooler), and IAT is what comes out of the intercooler (and into the engine). My elderly EDM800 has inputs for both and I have them both installed. FWIW, you can use these to track the max MP adjustment on the Bravo, where IAT is the variable that defines the max allowable MP
  4. Awful_Charlie

    Tempest oil filters

    My original mechanic had me screw on firmly by hand, and then 2 flats (1/3 turn) That's worked for me on multiple aircraft over 20 years and I guess 50+ filters - never a leak yet! (and more importantly, not a problem to get them off again!)
  5. Awful_Charlie


    Raspberry Pi, MPU9250 and Stratux? About $40, unless you want the traffic too which adds another $8 or so
  6. 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
  7. 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
  8. 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)
  9. 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?
  10. 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
  11. 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)
  12. 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
  13. 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
  14. 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
  15. 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