Bob_Belville

Update: I purge the fuel line from the throttle body to the fuel pressure transducer of air. I flew today, 2 short sightseeing flights, longest 17 minutes, fuel pressure stayed pretty steady! I'm headed to MA later in the week and will know better when I climb and run a couple of hours in steady state conditions but I am optimistic. Stay tuned.

I just starting using Savvy Analysis' free service and like some of the features of their software vs. JPI's EZTrends. I'm tempted to sign up for their PRO (paid) service (@$129/year) and wonder who on MS is a PRO client. At the moment I'm chasing a fluctuating Fuel Pressure indicator and I wonder if Mike Busch and company will be helpful for an issue that is not exactly engine management best practices related. Candid replies via PM are welcome.

As Lee mentioned, I have a 930 in my '66E. I like it a lot. With an Aspen and a GTN750 I have very few elements in my scan. At cruise, with the GPS, the Aspen with GPSS, and a STEC50 flying the flight plan, I'm spending most of my time studying the 930. So much useful info. If you have original style fuel pressure, oil pressure gauges you have fuel and oil lines coming through the firewall into the cabin. Not a great thing. My 930 puts transducers on the engine side.

It's kind of a PIA, but we did just that, it checked out okay. Then I shipped it to Pacific w the cooler, they checked it out, again okay. I'm grasping at straws... (If it were not for all the guys on here with oil temps staying below 200 I would be dumb and happy.

Can it either open at the wrong temp or only partially open? I think I've exhausted most other possible culprits. It would be nice to be able to close the cowl flaps at 10,000', OAT in the 40sF, w/o the OT creeping up to 207F.

FWIW, my FF is pretty stable. You might see a little co-relationship in the attached. It looks like to me that the FP was stable at high power in climb in the graph of flt 23 when the EDM was brand new. I hope to fly today and will report.

Interesting. I sent the vernatherm to Pacific when I had the cooler rebuilt. They said it checked out but rebuilding the cooler did not help oil temp... we had already verified that the valve opened in hot water. Did your old valve check okay?

Isn't the C/E wing the same as the F/G/J?

Anthony, the indicated Fuel Pressure does not seem to vary much with altitude, at least up to 10,000. We disconnected the fuel line going to the transducer (gauge) on but ends and found no fuel at all in that line. We primed it with fuel using the boost pump and reconnected but I did not have time to fly so don't know if that (air in the line) was what was going on. I will report result. After studying graphs from many flights going back to the 930 installation I'm pretty sure there's nothing wrong with the pump.

Ms. Google know everything read about half way down the article. but I am not sure it applies to a sub panel of a Mooney... Do you have a glass panel with some back up steam gauges grouped together? www.flyingmag.com/pilot-technique/instrument-flight-rules/left-seat-new-partial-panel

I've gone through the data from about 40 flights. This behavior in not new, flights soon after the 930 was installed in Nov. 2012 have at least portions of the graph with fluctuations, though recent flight are much worse and while there were times prior 3 months ago when the graph was steady, everything more recent is fluctuating. This includes during take off and initial climb when the boost pump is on which would seem to make it a sensor issue more than I'm headed to the airport to get the line from to the transducer checked out...

After trying a couple of other brilliant ideas I use and recommend industrial strength Velcro. $10 worth is more than enough. Stays firmly in place when the fat lady in the back seat tries to move it but easily removed for floor access or even carpet cleaning. www.amazon.com/Velcro-Brand-Industrial-Strength-Inches/dp/B00006IC2T

Clarence, sounds like a great idea, the "gauge" would be the transducer mounted on the firewall. The second pic is in the middle of the rubber line running from the throttle body to the transducer, do you suppose that is a snubber?

Byron, thanks. My average FP is okay but the "gauge" fluctuates constantly. It did not used to do that. The green line is FP, the scale is the middle right.

I wonder if my EDM 930 is sending me a warning about the fuel pump or some related issue. The fuel pressure indication is fluctuating with greater amplitude and frequency than it was on a flight from last year that I pulled up to compare. The extremes are about 15 to 25 psi though most of the time the range is 20-24.

I have the relocated cooler and OT is definitely higher when ambient is higher. The STC was accomplished before I bought this M20E so it's hard to say that move has hurt temp, I suspect not. OT in this E is very sensitive to cowl flaps, nearly 10F difference in cruise. In summer I mostly run with CF open in cruise. I close them for the normal near-red-line descent since there is a 130 k ias limit on open CF.

Mineral spirits works for a lot of grime, would probably dissolve stain.

I came home after a week plus to 3# cukes and 5# zucchini. ;-( I also picked 50# of tomatoes, hence the sauce. No kidding about the stink.

Well, wish I had been sitting here on MS instead of chopping onions and garlic for a batch of All Around Spicy Italian Sauce. I could have been the hero instead of B26. We received the snubber, w/o instruction, put it in (in the center of pic) and solved the annoying fluctuation. (As my old Latin teacher used to tell us "intuitively obvious to the most casual observer".

Can anyone speak on how the prices for our vintage fleet compare to older Piper, Cessna and Beech retractables over the past few years?

My OT runs higher than I think it should in summer but I am at a loss to what else can be done. The cooler is moved to behind cyl 4. I had it overhauled at Pacific at last annual. Vernatherm went to Pacific. New hoses to/from cooler. I have ARI cowl and 201 style baffles which I've replaced and carefully sealed ans resealed. (I wonder about the accuracy of the OT sensor but OT matches CHT & EGT before engine start.) Yet at cruise I usually have to keep the cowl flaps at least partially open to keep OT below 200. The CFs are very effective and seem to cost me only 1 or 2 knots. (CHTs are 350-375). In climb I sometimes see 220 even at 125k ias. FWIW, the well respected engine builder who did the tear down for my prop strike is not concerned about the OT I see. He'd be more concerned if oil never gets warm enough. Red line for OT is 245.

I believe GPSS is a direct connect from the GTN750. With the STEC50 in HDG mode, the GPSS button on the Aspen engages GPSS. When ATC gives you a hdg to fly you simply disengage GPSS. If they take you some distance off your route the 750 allows easy 2 clicks to go direct to next wp. The speed in the upper left corner is simply an adjustable reminder. I leave 65k there as reference for over the threshold. there also a set-able altitude alert in the upper right corner, handy when climbing or descending ifr with a clearance. In the middle the Aspen displays TAS, GS, & wind direction and speed. Also very cool.

I now have 110 hours flying behind my Aspen and seldom look at the steam ASI which was not true at first. I think the VSI is less important than the ASI. I also looked at the old altimeter more at first and now I find the tight scan enabled by the Aspen is pretty sweet for landing and take off. (During cruise, the EDM930 and the GTN750 are the most interesting pieces of glass. My passengers like the DC headsets with XM channel 67 Real Jazz coming through the 696. To each his own.)

I miss it just a little but what would you remove to retain it in my panel? It would be of little use over on the right side...