Urs_Wildermuth

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Urs_Wildermuth last won the day on November 20 2015

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About Urs_Wildermuth

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    Full Member
  • Birthday 12/27/1962

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    http://www.hbdwc.ch
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    urswildermuth

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    Male
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    LSZH
  • Interests
    Flying, travel, music,
  • Reg #
    HB-DWC
  • Model
    M20C, 1965
  1. I've had my M20C / Powerflow up at 17500 ft... albeit at a day which had 20° C over ISA, so DA was close to 22'000 ft.
  2. No, I am bloody glad it's not something expensive which is broken! Being a stupid owner comes cheap in this instance.
  3. Yea! Never had such problems with the C150 I used to own....
  4. Hello James, with that I merely meant that the engine has not run that day. The massive problems usually only are present at the first start up, consequent start ups during the day work better, but still not good. As an example: Last week one of my pilots did our standard procedure, pumping 7 times, waiting 30 seconds and then engage the starter. The engine turns fine, then fired once or twice, when he disengaged the starter it stopped. He then had to try 4 more times until it did start and he had to pump the throttle vigorously in order to get it to fire. He then flew to a nearby field, where the engine started on the first try, but still with a lot of pumping of the throttle. Thanks for this procedure. Will try it asap. As far as I remember, I have never ever seen a drop in pressure when pumping the throttle. So you are saying the fuel pressure should drop or not? I am confused now: If the fuel pressure drops with pumping, is the accelerator pump broken? Or the other way around? Well, ok, if I can get the thing to start next week, I'll look at that too. i am not counting my chickens anymore before the engine runs. So far, I've had to go home 3 times as it simply refused to start. From what I read here, it definitly looks like there is something wrong with the accelerator pump, the engine appears not to get enough fuel. I'll have that and the shower of sparks checked next week. I would think, from what you guys posted, this is a high probability that it's one of the two.
  5. 1-2 strokes won't do anything and never did. We always needed 6-7 cold and 3-4 warm. So I'd say there is a pre-existing problem somewhere. Will do, thanks.
  6. Yes I do. I think so. It could well be that we have an intermittent fault as not everybody has had it. I'll definitly investigate in this direction. I believe Skytec. Need to check. A new starter was installed at overhaul 300 hrs ago. Just read the troubleshooting guide, none of the problems. The starter turns the prop just fine. Both at engine overhaul in 2011, 300 hrs ago. I don't know if it's possible that the magneto timing needs service, but I'll ask that question. I will check if the plugs got replaced at last annual or cleaned. Normally they do that. The last time they found the spark plugs contaminated or faulty, I was told. This annual went through without any issues at all, just very basic annual (the first of it's kind in 8 years of ownership where there was no issues found). The very irritating thing is that it apparently does not happen to all of us, just to me and one more pilot. This starts to massively impact my confidence in the airplane and in myself. Why can two other people start this plane on first try every time and the other guy and me have problems every time? What the hell are we doing wrong if we do everything exactly as they do? One of them even filmed his start up and he does everything the same way we've done it for years and the darn thing starts right up.
  7. popping here and there is what a good description is of what it's doing. Thanks smwash02. I'll be glad to hear more opinions and will take what I can learn here to my maintenance.
  8. It does have the shower of sparks. I wonder if the switch is bad indeed or intermittent. Would explain why some people have this problem and others don't. Could also mean that when maintenance checks it, it won't do the evil deed.... nothing as frustrating than an intermittent fault. The mags have 300 hrs since a full overhaul. Once the engine is running, they work perfectly, mag check is good (it was not before we got them overhauled). From my experience as well as what the other pilots who have the problem said, it was always once that the engine had properly fired, it runs very well. It's to get it to fire the first time, which is the problem. It also feels like there is not enough fuel to get it to fire or it runs out of fuel after that burst of firing I've been describing. The question is, what do you do next? You give 6-8 pushes on the throttle, it doesn't fire. So how many do you do now? Why does it start if you pump vigorously? Is that an indication of too few fuel available to start? Yes. No idea how they tested it but it had the annual and they knew about this and checked all they know to check. Same maintenance organisation has had this plane for over 20 years and know it well. They are as puzzled as we are. One of their people had it happen to him pre-annual, after the annual it started fine, so they assumed that whatever they had done had fixed it, but it re-occurred. Right, thanks for the tip. I'll have that looked at. Engine has around 300 hrs since overhaul (2011), with around 50 hrs flown p.a. since.
  9. Hello all, I'd like to pick your brains on a problem which has been driving me slightly miffed in recent weeks. I own my C model since 2009 and since then, usually start up was never a problem at all. Our procedure as set was always the same: - Electrical fuel pump on, till pressure shows, then off. - Priming 6-8 times with the throttle (cold engine) or 2-4 times (warm engine) - Engage starter and the engine would run. Since this year, start up has become a real pain. I've had to leave the airplane two times unable to start it, had to request mechanic assistance (ext power) twice more and I keep getting feedbacks from the other pilots. The engine turns, most of the time fires shortly but when you disengage the starter,it stops. In subsequent tries,it either never ever fires again or again just once or twice. What we found is that during the start up one has to pump vigorously with the throttle, which sometimes leads to a start. 2nd and 3rd start after the engine has run is unproblematic, even though even then pumping the throttle is required. In two unsucessfull attempts, the engine definitly was drowned, with fuel leaking on the front tyre. Two of the pilots report they have NO problems at all and think we are too stupid simply. Well, it's possible,but we follow the exactly same procedure (one of them filmed it) and have no success. As I said, the previous years we never had any problem whatsoever. Maintenance has looked at it and found nothing wrong, even though they also were unable to start the engine at least once. They report, plugs and magnetoes are fine, carburettor as well. My feel is the engine does not get enough fuel the first start, then finding a good mix for starting in following attempts is difficult. Any idea on where to start looking would be appreciated. We have a major problem with this, as our airport has departure slots and we can't afford dicking around with the engine for hours every time we want to go flying. I also feel this is not how a standard O360 A1D should behave. Thanks a lot.
  10. Well, we have not had a reoccurrance in now some time so I suppose it must have been bad operation by the pilots involved. That is me and one other guy.
  11. I've had the powerflow system on my Mooney C ever since I bought the plane and I would not want to be without one. Basically that is why. My C will do 150 kts at 6500 ft with 2500RPM/25". I understand that this is quite high for a C and has to do with the powerflow exhaust. The previous owner who installed it wrote that he would need 1" less MP to achieve the performance wanted.
  12. Thanks guys! This is pretty much what I thought. The thought of hitting the downlock in an uncommanded release is outright scary, but I wonder how that happened. In the event I had, the lever never got higher than my tigh and the gear stayed there, right in transit about 50% between up and down. I immediately pulled the throttle back and kept the nose up to get the speed down and then initally put the gear all the way down and locked first, then, after a short assessment, put it back up again at about 80 mph. What I did notice however was a quite pronounced nose down pitch movement, the moment the gear released which the AP could not counter initially. Wondering how to include this in our abnormal checklist. Uncommanded gear extension - Speed ....................... reduce to below 120 mph - Gear ......................... down and lock - Situation .................. assess If no damage visible and airplane flies normally - Gear ......................... as required - Consider following abnormal Landing Gear Indication Procedure If abnormal behaviour encountered or damage evident - Landing gear............... keep down and locked Follow abnormal Landing Gear Indication Procedure
  13. Folks, a question for you. In recent days, we have had multiple cases where the landing gear of my M20C extended uncommanded, after the Johnson Bar escaped the uplock. This is not very funny when it happens, two cases were below 120mph and one at 140 mph. First of all, is there any maintenance action necessary if the gear has extended above 120mph? We did a visual inspection after landing and everything seemed ok. 2ndly: What can cause this? We never had this in 7 years of ownership and now 3 times in a row. The last time I was PIC and I did retract the gear again and it held, so maybe it was not completely in. Are there still sources to get a better uplock? Maybe ours is too worn? I always thought of the manual gear as being an assett, but right now I have my doubts.
  14. I never yet forgot to put it down but I had a gear warning in flare (just about at touch down) once which scared the bejazis out of me... Turns out that the Johnson wasn't properly locked but somehow managed to show green anyhow initially. During touch down it appears to have shaken loose sufficiently to trigger the red light and sound, but thankfully stayed in. I immediately grabbed the handle and pressed forward with all strenght I could muster and braked to a stop, then gave it another push up and the warning ceased and it clicked in place. Lesson learnt: really shake and yank that lever on final to make darn sure it is secure.
  15. Hmm. I must say I am quite surprised about this, particularly in the US. Apart, this is not my experience normally. Over here, there are whole magazines full of new cars, forums which discuss every new model enthusiastically and shows where millions of people flock to see the new offerings. Not many of them will ever buy one, but the interest is very much alive. Apart, i felt that particularly the M10 was something quite important for the Mooney brand too. Don't get me wrong, i will probably never buy new either, actually never have, I am 55 and into my 3rd car, all of which were 2nd hand. My plane is 4th hand as far as I can tell and I am darn glad I could afford it! But that does not mean the developments in new airplanes do not interest me, particularly if the brand which furnishes spare parts for my own plane depends on new sales. I always thought that there is a small but dedicated market for the expensive M20's we have currently but there would be a much larger market for something like the M10 or the often discussed entry level M20. That is why I was a bit surprised when after the first couple of posts, things became absolutely silent on the M10 and the interest in the fact that there was a significant development in the 20 also remained quite subdued. In the end, we all depend on Mooney to survive as a company and they can only do that by selling new planes. And all of our planes were once new too, without the sale of new planes, there is no base for 2nd hand ones in 10 years or so.