Bob_Belville

Are your sure? I believe that the reason Tommy sees the trim light flashing is that the A/P can only move the elevator, not the whole empennage which is what the trim wheel moves. The A/P needs some help holding the nose down or up as the case may be.

Why don't you just trim the pitch as required? Flying with the A/P using the elevator to offset the epennage (mis)position slows you down and it is possible the A/P runs out of elevator. I have not had my STEC50 disengage, but unless I am really busy when I arrive at desired altitude I manually adjust trim as plane accelerates/decelerates before engaging ALTHLD.

Beating a dead horse but I would question the "many". My instinct is that it would not have helped in the vast majority of GA accidents. I suppose that for approximately the cost of a parachute a owner/pilot could acquire an IR which would be far more useful long term in saving his/her neck. Are there stats on how many times chutes have been pulled and what was the reason the pilot had to pull it?

Your language strikes me as a little rash for someone flying an M20E. If it is like mine, it has only one engine. Compromising ultimate safety seems to have its limits. A lot more planes have engine failure than have the million to one(?) events you are so worked up about.

The oil pressure pickup for the EDM930 on my M20E is at the rear of the engine. This engine has only 65 hours since a tear down for a prop strike. I am usually seeing 64-70 psi in cruise. (As reported above, the data rounds in some manner so that the indicated pressure jumps in 6 psi increments. I suppose the actual pressure is about 67.) The engine builder replaced the cam and lifters. He bored and sleeved a couple of the bores because he was not happy with the tolerances. He said too great a clearance results in lower OP.) I general do not add oil until the level drops below 6 so it runs between 6 and 7 which might be a factor? More than 7 winds up on the nose gear doors and belly.

Yes.

I'm pretty fond of an American company from Worcester MA. Rugged, dependable, good looking, great customer service, and reasonably price.

+1(out of likes... again.)

Hum, there's nothing like good old fashioned American competition! FBO monopoly at a busy airport usually is a bad combination.

Epps @ KPDK is a very good FBO, treats Mooneys with the same respect as kerosene burners. But you can spend less elsewhere, I'm sure. (I am usually in and out in a few hours and they do not charge me.)

KECP - Panama City FL

Many instructors warn against touching any switches until clear of the runway. They have in mind the many occasions when the pilot has reached for the flaps and managed to raise the gear. That said, on roll out, after speed is low enough that I will not be airborne again, I usually raise the flaps, open the cowl flaps, and perhaps lean the mixture. All those thing can be done w/o looking away from the runway. (I have a manual gear and hydraulic flaps so it would be pretty hard to grab the big old Johnson Bar by mistake. Of course the primary task is to keep "flying" the plane on the center-line until it is parked and shut down. Other actions can wait if you are not comfortable multitasking.)

I am a member of EAA but have no idea what's involved in determining things like w&b limits, Vne, Va, etc. for a unique plane like this. Are you a test pilot every time you take it up?

Whatever. Lots of people drink Bud and eat Big Macs.

You might be the last man standing using IE. Did you try Chrome or Firefox?

It has been suggested that the vertical mounting of the hose @ the transducer might allow a harmonic due to vibration. I'm not sure that explains the graphs but it might. If so, I suppose a snubber would help and reorienting the mounting of the transducer would certainly change the amplitude of the "slosh".

Dr. Bill, Lee Layton, and any other resident EEs and A&Ps, what's the possibility that RF or EMI is going on with the indicator oscillations? Do you see any correlation between the rpm (red) and the fuel pressure (green)?

Last year, NYC and KIWI.

I think I parked beside you when I arrived. You were gone when I made a round trip over to KLCI 7/17.

I understand your point but the line had no fuel in it when we checked it. Since it wasn't working like that, we filled it with fuel and that seemed to help but after a short local flight that looked pretty good it went back to fluctuating. Can I ask you to tell us whether you know this from experience and can provide a technical/installation/service manual reference or if you are theorizing? No offence... We installed a snubber valve in the MAP line (air) and fixed a similar problem. The instruction there was not to put the snubber right at the transducer but to splice it into the line between the intake manifold and the sensor. I note that the fuel line sensor article I found instructs that the snubber should be right at the transducer. I'm guessing the difference is liquid fluid vs. air?

It appears snubbers are used for fuel pressure: www.ebay.com/gds/Vision-Microsystems-Snubber-Fitting-What-does-it-do-/10000000177682802/g.html

Anthony, that's helpful. I will try to contact JPI, I have already found them to be spotty, helpful at times and not so much at other times. I got the MAP snubber from them through the installing avionics shop.

I will check on the line tomorrow. I have run the JPI on 1 sec recording and at default 6 sec recording. The pattern is about the same. As is the display itself in real time. I don't know of any dampening function. FWIW, we had a jumpy MAP reading as well. JPI provided a snubber valve that solved that problem.

Well, the fuel pressure is still erratic. After purging the fuel line to the sensor of air it seemed to be okay during a 15 minute test flight but this chart from Firday's trip to N57 looks as bad as ever. I do not believe the problem is the pump itself, I turned on the boost pump for a minute or two at cruise and the fibrillation continued. The "control" flight was shortly after the installation of the EDM.

KIWI? We were there 7/12-19! Parked at KIWI, family lives in Bristol below Damariscotta. Love that routing over KJFK @ 6000.