Bit of a scare today. Fouled Plug Maybe?

Is yours a turbo? On what I'm flying (SR22T G3), climb has to be either full rich or LOP (below 18 GPH). There's even an advisory message on the CAS if you attempt to run it above 18 GPH but lean of rich.

I go rich only if it's hot and I need the cooling, or if I need the extra performance. Otherwise I go LOP after 1000'.

In either case, the AFM should list the specific profiles that are acceptable.
 
Should have pulled the 'chute.
 
It's in the shop.
Should know something today.
 
They pulled the plugs and said a couple of them weren't gapped correctly.
They fixed and cleaned them up. Now they are checking for air leaks and also looking at fuel lines.
 
SixPapaCharlie said:
So I need a bit of education. I am not sure what is correct procedure now.
Click to expand...


When the black knob is all the way in and you're going up after just leaving the ground, the red knob should be all the way in too.

Pretty simple. :lol:

Edit in: Otherwise, you might come from together.
 
txflyer said:
When the black knob is all the way in and you're going up after just leaving the ground, the red knob should be all the way in too.

Pretty simple. :lol:

Edit in: Otherwise, you might come from together.
Click to expand...

Thanks!
This is the way I am going to do it moving forward.
I spoke to our A&P today and he said the same thing.

If you are climbing, you need both forward.
That is the tough thing about flying, one guy says one thing, and another says something different.

Lots of different opinions and it is hard to pick what is "right".
 
SixPapaCharlie said:
Thanks!
This is the way I am going to do it moving forward.
I spoke to our A&P today and he said the same thing.

If you are climbing, you need both forward.
That is the tough thing about flying, one guy says one thing, and another says something different.

Lots of different opinions and it is hard to pick what is "right".
Click to expand...

In the end, you have to do what you feel is right! If you want all the knobs to the rear, the fly with them to the rear! Or not fly with them to the rear! LOL
 
SixPapaCharlie said:
Thanks!
This is the way I am going to do it moving forward.
I spoke to our A&P today and he said the same thing.

If you are climbing, you need both forward.
That is the tough thing about flying, one guy says one thing, and another says something different.

Lots of different opinions and it is hard to pick what is "right".
Click to expand...
Take a look at the FOM though. For an SR22 the FOM says to leave power level full forward and bring mixture back for the top of the green arc, which is what you've been doing and it's the correct procedure
 
SixPapaCharlie said:
Thanks!
This is the way I am going to do it moving forward.
I spoke to our A&P today and he said the same thing.

If you are climbing, you need both forward.
That is the tough thing about flying, one guy says one thing, and another says something different.

Lots of different opinions and it is hard to pick what is "right".
Click to expand...




Hold on there Forrest ...

The balls to the wall theory only goes so far, like in Dallas or sea level.

If you're ever at a really high DA or in Denver, you may want to study on it a bit. ;)
 
txflyer said:
Hold on there Forrest ...

The balls to the wall theory only goes so far, like in Dallas or sea level.

If you're ever at a really high DA or in Denver, you may want to study on it a bit. ;)
Click to expand...

I don't venture as far out of dodge as I could with this particular plane but I understand folks at super High DA, have to lean for takeoff.

I still fly missions in this plane that are more fit for a 172.

This is easily my most frequent flight
https://skyvector.com/?ll=33.171123...chart=301&zoom=4&fpl=N0165 KDTO undefined T67

Another reason I am working toward my own much slower plane.
 
049ae9379eebb58292456ce5ba12237a.jpg


Damn, that things got some range!

What do you do, pull the chute at altitude and catch a tradewind?


Sent from my iPhone using Tapatalk
 
SixPapaCharlie said:
I don't venture as far out of dodge as I could with this particular plane but I understand folks at super High DA, have to lean for takeoff.

I still fly missions in this plane that are more fit for a 172.

This is easily my most frequent flight
https://skyvector.com/?ll=33.171123...chart=301&zoom=4&fpl=N0165 KDTO undefined T67

Another reason I am working toward my own much slower plane.
Click to expand...



You're flying a glassed out Cirrus, and I'm flying a 50 year old Cessna.

What the hell can I tell you about flying anything? :lol:
 
txflyer said:
You're flying a glassed out Cirrus, and I'm flying a 50 year old Cessna.

What the hell can I tell you about flying anything? :lol:
Click to expand...

Someone on the field today told me

"Before you buy anything, get your TW and fly a 180. You will never look back" The variable nature of things he described that plane could do sounded worth checking out.
 
Do not lean for climb while at full power unless your CHTs are getting below something like 360F. And even then...

20 GPH for climb at full power? Way too lean. Remember, the manufacturer gives you power settings not for engine longevity, but to meet their performance goals.
 
jordane93 said:
Take a look at the FOM though. For an SR22 the FOM says to leave power level full forward and bring mixture back for the top of the green arc, which is what you've been doing and it's the correct procedure
Click to expand...

I'm going to throw a yellow flag on this. It also sets a gph target that is way higher than what you guys are talking about. The POH also says that what it is recommending what is required for book performance, not what is best for engine longevity.
 
SixPapaCharlie said:
They pulled the plugs and said a couple of them weren't gapped correctly.
They fixed and cleaned them up. Now they are checking for air leaks and also looking at fuel lines.
Click to expand...
I was surprised how much smoother replacing the points on a mag and gapping the spark plugs made our arrow.

Just for curiosity how often should plugs be checked/gapped?

Mechanic told me about 100 hrs. Flight instructor tried to tell me 50. I told him if I do it every 50 that means he gets less of my money.
 
SixPapaCharlie said:
Someone on the field today told me

"Before you buy anything, get your TW and fly a 180. You will never look back" The variable nature of things he described that plane could do sounded worth checking out.
Click to expand...


I get bored with things pretty easy, so the fact I've stuck with the same plane for eight years now says a lot.

It's like a dream to fly at all, even more of a dream to fly a plane that I think of as my own mini-DC3. :)

Yesterday I did one of those greaser landings that only happens when you're alone, and no one's watching. The air was cool and stable, and things just clicked. I was light with just me and half fuel, full flaps, was practicing STOL and had the approach nailed and hit my target right on the numbers and was off the runway in less than four or five hundred feet with a light headwind. A 180 can be a very satisfying aircraft.
 
James_Dean said:
I'm going to throw a yellow flag on this. It also sets a gph target that is way higher than what you guys are talking about. The POH also says that what it is recommending what is required for book performance, not what is best for engine longevity.
Click to expand...

:yes: :yes: :yes:

The Duke recommended 79% power cruise leaned to 1650F TIT. And people wondered why the TIO-541s had issues...
 
Compressions are great
Plugs are great
Fuel lines are great
Injectors are great

They went all through the engine and said it is pretty much perfect.
The mags have been sent off to be looked at.

That is the only thing left. I am not sure what issues a mag can have / cause.
Reassuring to hear that everything is looking good. Ya always wonder if you are running it the right way. I do anyway.
 
SixPapaCharlie said:
Compressions are great
Plugs are great
Fuel lines are great
Injectors are great

They went all through the engine and said it is pretty much perfect.
The mags have been sent off to be looked at.

That is the only thing left. I am not sure what issues a mag can have / cause.
Reassuring to hear that everything is looking good. Ya always wonder if you are running it the right way. I do anyway.
Click to expand...


The plane was put in the shop over TWO weeks ago,, and they are NOW just sending off the mags?:idea:
 
SixPapaCharlie said:
Compressions are great
Plugs are great
Fuel lines are great
Injectors are great

They went all through the engine and said it is pretty much perfect.
The mags have been sent off to be looked at.

That is the only thing left. I am not sure what issues a mag can have / cause.
Reassuring to hear that everything is looking good. Ya always wonder if you are running it the right way. I do anyway.
Click to expand...

All this sounds expensive
 
evapilotaz said:
All this sounds expensive
Click to expand...

Annual is in 1 month. They have a flat rate $2300 (minus parts) for Cirrus.
This work will be reduced from that minus any parts.


Edit: as far as bringing up the cost, it is for no reason other than it seems people are curious about the cost of things with regard to flying. How much does it cost to learn to fly? how much should I budget for pre buy? how much might my annual be?

This will be our second and given the prognosis on the engine, it might not be terribly painful.
 
Last edited:
N801BH said:
The plane was put in the shop over TWO weeks ago,, and they are NOW just sending off the mags?:idea:
Click to expand...

They were sent off last week. We just haven't gotten the results yet.
There is a backlog of Mags. Probably all Cirrus given the news these days. :lol:
 
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