Urs_Wildermuth

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Urs_Wildermuth last won the day on November 20 2015

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About Urs_Wildermuth

  • Rank
    Full Member
  • Birthday 12/27/1962

Contact Methods

  • Website URL
    http://www.hbdwc.ch
  • Skype
    urswildermuth

Profile Information

  • Gender
    Male
  • Location
    LSZH
  • Interests
    Flying, travel, music,
  • Reg #
    HB-DWC
  • Model
    M20C, 1965
  1. M20 C Engine Start problems

    Ok, I have gotten the message today that the problem is solved, will have to wait and see what the end result is. In the end, it appears that the troubleshooting was not as thorough as we thought it had been. On 2nd glance, a lot of problems were found in previously cleared items. - The carburettor was sent to be checked and the accelerator pump was found faulty. So the original assessment by maintenance was inadequate. - A new SOS box has been installed. I would like to have the old one bench tested, can Don do this or who can? I simply want to know if it was faulty or not. If it still works or can be reconditioned, I'd like a spare. New ones are $650 or so, so it may be worth looking at it. - The left magneto was sent for repair and found faulty. - A new ignition lock was installed and the old one was confirmed faulty. . We will test it next week, we got the message today that the starting now works perfectly in the shop. We'll have to see if it does work nice as well once the airplane is out of the shop.... The way it looks is that we went about rectifying this much too hesitantly. In the end, it was not one element faulty but ALL of those who could have been.
  2. M20 C Engine Start problems

    Last update: We managed to ferry the plane to maintenance. Normal starting failed. Then we tried twice the method described by several here, cranking and releasing the switch. It did indeed start on the 2nd try. Arriving at the maintenance airfield, the mechanic had us try again the normal way and it started.... I'd say the main suspect is now the SOS box. But this still does not explain why it starts once and then not. Of course also the box can be intermittendly defective...
  3. M20 C Engine Start problems

    Yes, the SOS can be heard every time. The left magneto has been removed for repair in the recent maintenance action and should therefore work ok. But one never knows, we will do that.
  4. M20 C Engine Start problems

    First line, yes absolutey. We did check the priming and fuel flow a while ago. Also, when we continue to trying to start it, it starts dripping out on the tire, so eventually there is too much fuel.. 2nd, no. 3rd: Well, what does drive us totaly crazy is that after the maintenance action, they did test it THOROUGHLY. That is, the plane stood there for a week until we picked it up and it started every day without ANY problems. On the ferry flight, it started as well, obviously. So what we are looking at is an intermittent problem, which is very hard to locate. I am almost sure that IF we can get it to start and ferry it back to maintenance, it will work again perfectly all the time there. So what to do? I am starting to wonder whether to replace ALL the wiring concerned but I understand this is a very expensive job, as it means basically rewiring the whole engine?
  5. M20 C Engine Start problems

    Temps are 10C and more so preheat is not a issue. How the box was tested I don't know but the folks at maintenance usually know their stuff. But I will insist on a new one now. Still why does it work there? Gesendet von meinem SM-N910F mit Tapatalk
  6. M20 C Engine Start problems

    Well guys, I have to say this story gets me to the point where I really am getting totally frustrated. The aircraft has had extensive maintenance to the systems of the engine now. It has had it's left magneto overhauled, it has a new ignition lock and key, the shower of sparks box was thoroughly tested and found ok. Until we had all the parts and with Xmas and New Year in between, 2 months down time. After all was being put together, the maintenance guys tested the engine. It fired on the first try. Every time. For one whole week. One of my pilots flew the airplane back, also there, nothing noteworthy. Due to closure of the airport, the airplane has been sitting out for now about 2 weeks. Today, the same guy who took it from the maintenance wanted to go flying. Well, the engine did not fire. Zero, Nada, Nothing. Tried on the internal battery first, then on a strong external one. Starter turns pure vanilla, but there is NO sign of the darn thing firing. Not once in almost a full hour of trying. What the hell is wrong with this Lycosaurus? It is a bog standard O360 and we did everything Don Maxwell said we should in his great article, it works GREAT when maintenance test it (and they do nothing else then what we do) and now this? I am running out of ideas and money and wonder what the hell to do. The airplane is now again standing at a no maintenance airport and getting the mechanics through security is next to impossible. We can't get the engine running which means we can't ferry the plane back to maintenance and even if we did, I am sure it would work fine there. Any ideas are appreciated. I am thourougly out of them.
  7. M20 C Engine Start problems

    Undigging this old thread. The saga went on and on and nobody took the two pilots to whom the start up problems continuously happened. Then one day one of those who never had a problem and was looking at us with suspicion got hit as well. Only he never managed to start it at all. In the end, it now appears that the ignition lock is broken intermittedly. We did order a new one and are waiting for the results. This was found out when the engine started just when someone gave up and released the key from the starter position. Don Maxwell has apparently written an article describing exactly this. Will let you guys know once the new lock is installed.
  8. STEC 55x ILS capture

    Hello Paul and Robert, thanks. This confirms what I read out of the manual. So the sequence is NAV / ALT Buttons for the LOC intercept which automatically arms APR. That is what I thought the manual said but it's highly non standard as opposed to a bit less pedestrian AP's. That is why some people get it wrong when they use it. Thanks again, very helpful.
  9. STEC 55x ILS capture

    Ok, this I understand perfectly. However, let's say you are on vectors to final. "Fly Heading 120 to intercept the localizer". For me, in this situation, you'd have to press NAV and HDG simultaneously (plus whatever vertical mode you need) and not APR/HDG. Correct? For some folks who are used to other AP's like the Kings or even Airbus/MDC/Boeing types this is very confusing as APR is usually the mode for both loc and gs.
  10. STEC 55x ILS capture

    Folks, we had a discussion here about the correct way to intercept and capture an ILS on the STEC 55x, as the manual is not very clear on this. As far as I understand the manual, the procedure is like this: - On intercept course to the LOC press the NAV button once to arm NAV/APR mode (NOT the APR button). - The AP should display NAV/APR and ALT at this stage. AP determines by itself it is tracking a LOC? (How?) - Once established on LOC, the GS will only arm if you are in ALT hold, loc is established and you intercept from full deflection below. I am particularly interested in the function of the NAV and APR buttons on the AP controller. For me, it has worked like that, but some folks tell me that I would have to press the APR button. But the S-Tec manual sais differently. So what is the story here?
  11. About time I fessed up

    2k ft? That is over 600 m? Our normal training field has 1640 ft asph and it is plenty enough for a C model unless there are obstacles. I do recall that initially I also had landings where I ate the field lenght without ever getting on the ground but this is simply a question of good speed control and getting used to the visual cues outside the window. 75 mph should be more than enough as well. What I found challenging at first was to keep the proper pitch attitude and height in the flare. It is very easy to get that wrong and if so, you land hard. After a while though you get the visual picture right and from then on it's easy. I would not beat myself up over this, you had bad luck I reckon. The way I went about it was to train landings on longer fields but setting myself a distance I want to achieve (e.g. at ZRH I have a 8000 ft runway but the first exit is at 1600 ft, so I always try to aim at that one when training short field landings). Clearly, it is different if the glide path is steeper than the normal 3 degrees and you have obstacles as apparently you had here.
  12. Upgrade from C to K? Should we??

    David, I own a 1965 C model I bought for very few money at the time (run out engine but otherwise ok) and I am in a similar situation re resell value and all that, even though I am not considering upgrading at the moment. However, I can tell you a few things along the arguments you just presented... My airplane has been upgraded to a high standard in terms of Aspen PFD, S-Tec 55x AP and some other stuff, the engine got overhauled and the prop done. The aircraft has a Powerflow exhaust (mounted by my predecessors) and once I had the Aspen, it left me speechless... Jep, that is a 1965 C model with a properly done prop and 200 hr engine plus powerflow exhaust. 150 kt TAS @ 6500 ft. Oh yes, that is how the cockpit looks like now: Also, I have been at altitudes with this airplane which almost would be flight levels in the US. The highest I've ever been was at 17'000 ft but as ISA + 20°C which translates into a Density altitude of 22'000 ft. At the time I did not have a TAS display but I reckon it will run some 145 kts still. I have no idea how fast a C will go with 201 cowl and windshield but it might pick up some 5 kts for sure and then I'd definitly add the powerflow exhaust, you might end up topping me easily. My wife is the opposite of a light packer... she will literally carry anything but the kitchen sink. But my C ended up legally carrying us two plus 200 lb+ baggage at 15`000 ft over the alps. When I look at the payload of some of the later Mooneys, they can't do it. Mods: I have actually seen a C which had a Rajay Turbo installed. Not sure if that is still possible but with it, I imagine that at altitude it will run quite fast too. And finally: Right now I am in a situation where I can hardly fly at all due to the fact that I have become a father a year ago and need a lot of time to care for my family. A more expensive plane would have had to go by now but I can keep the C up and running because it does not cost too much to do it. As much as also I would like something faster and better, if I were to upgrade it would probably go into a different direction, namely a Twin Commanche with Rajay Turbos. But that is a pipe dream which will never happen as this here airplane is really the best I can ever afford.
  13. M20 C Engine Start problems

    A small update. We have had the accelerator pump tested and it works fine. Will check out the shower of sparks during the next scheduled maintenance. I have several pilots fly the airplane as I don´t create enough flight time currently due to other comitments. It´s only two of us who have problems starting. What is weird though is that the other 3 each use totally different procedures to start it but get it to run every time. One uses fuel pump on, wait for pressure build up, fuel pump off, pump 5-6 times and then engage the starter with throttle 1/4 inch open. Another runs the fuel pump, does not prime at all but pumps the throttle slowly while cranking. Takes him 4-5 blades to start. That is my mechanic who does it this way. I think the problem has to do with too few fuel in the engine when I do it. I am scared of carb fire so I did maybe not prime enough. I will try the method my mechanic suggested and see what I can achieve. Thanks for the tips regarding clogged pump. Will have that checked yet again.
  14. M10 is on the move

    At least the prototype is still flying...
  15. Mooney M20K down in Switzerland

    For many that is the pet excuse. I used it for a while but it's pretty lame. In the end, many of us simply do not have the time to do this hobby the way it should be and don't have the nerve to call it quits. So maybe we need more regulation on this, not less, such as 100 hrs p.a. minimum time or re-examinations and maybe we need to stop people from flying into the mountaineous areas with special use airspace unless they are really qualified. But even then, 2 of the pilots who crashed in the alps recently were proficient enough and still crash.