nationwide

Thanks. I've seen their name come up several times on the board. Seem to be mostly positive, but a couple mixed reviews. I appreciate hearing about your experience.

Hadn't thought to do that, thanks.

Hey all, I'm looking around for shops to do panel upgrade work (and diagnose a few avionics-based gremlins) on my M20K based near Seattle. Anyone have experience with avionics shops up in the Pacific Northwest? Driving distance to Seattle is preferred, but also interested in hearing about farther options--especially if they did good work. Trevor, if you're reading this, got your info on Spencer via the other thread, thanks.

Trevor, I'm at TIW and also have an ill KAP on which I'll be needing work performed. Where are you taking it locally? Any updates?

Thanks all, appreciate the great inputs. Will do my best to post some good pictures.

I'm flying from the Motherland (KERV) up to my home in Tacoma WA in a week or so. Wondering if anyone had recommendations on cool stops or layovers. I'm trained in mountain flying, high-altitude ops, etc., so more interested in the 'cool places/things to see' and 'this FBO is great' type of recommendations. The route generally would go from Kerrville past Midland, Roswell, Albuquerque, Cortez, SLC, Twin Falls, Boise, Tri-Cities (thereabouts). I'm thinking there will be an overnight around Santa Fe (approx). Cheers all, Jason

How is our turbo configuration "unusual"? I have not. One of the things I've been frustrated with is the lack of "small block" information (Zane seems to agree--don't meant to put words in his mouth, though). The TSIO-360-M/SBx in particular seems to be a real "asterisk" engine with GAMI anyway, perhaps because of the tuned induction (?). Correct me if I'm mistaken, but I thought the TSIO-360 didn't even have GAMIjectors available for it until fairly recently. Zane, do you open the cowl flap when cruising at the 28"/2500 RPM/11.5 (Peak TIT) power setting? From memory, I think that's a pretty high power setting (>70%), and if I did that, my hottest (#5 up front--which has always seemed weird to me) would definitely be 400+ without opening cowl flaps at least 1/4.

That's been my finding too (lack of information). Thank you for sharing. Anyone else willing to weigh in?

Philip, see this article: http://www.avweb.com/news/pelican/182106-1.html It's about forced induction engines but the examples he provides are all normally aspirated: "On the flat, horizontally opposed, air-cooled aircraft engines with 8.5:1 compression ratios (including TCM IO-520/550 and Lycoming IO-540), simply multiply fuel flow in GPH times 14.9. The result is HP. If you insist on percent, divide that by the rated power of the engine. For the same engines with 7.5:1 compression ratio (most factory-installed turbos), the numbers are worse, and the multiplier drops to about 13.7." This only applies when LOP (i.e., you can boost FF way up ROP past the point of productive combustion and you are not making any more HP; less, in fact, once past the best power air-fuel ratio).

Thanks for your perspective, Erik. I usually run about 10-30 LOP and it does not "improve" much over time, assuming any "improvement" is needed (I don't know). I've never tried fine wire plugs which I learned a lot of people have good luck with. Really, I'm trying to figure out if my current situation is acceptable or not. I am aware that leaning from book 65% numbers (peak power mixture) is not actually 65%, but thanks for re-affirming--that's a difficult concept at first. I've done the GAMI spread test at 65% though to avoid harming the engine while going through peak, so that's where my 0.5 gph spread number comes from. I've not tried LOP with a higher MP yet. I like to keep TIT as low as I can...targeting the low- to mid-1500's, and with the conservative settings I use, I don't have trouble doing that (this is mostly at 12k and below).

I'm also sorry to hear this. Sounds like integrity in business was severely lacking. I hope it still works out for you.

Hello all, I've owned an '86 252 for coming up on two years now that I continue to learn about. I'm learning about LOP ops. I've researched many articles and also many posts here and elsewhere regarding this topic. I'm curious what kind of peak EGT spreads (a.k.a. "GAMI spread"; not peak EGT value difference) folks are getting (or got) out of their stock TSIO-360-MBs or SBs. A question that I can't find an answer to is: How much roughness on the lean side is too much? I don't want to start a ROP/LOP argument, but hopefully we can all agree that with a fixed MP/RPM power generated decreases quickly as we continue to lean past peak, which can cause power imbalances and roughness when all cylinders are not operating at the same mixture. A lot of LOP ops articles will say that you cannot run LOP if it is rough, but how do you determine that? I have a spread of ~0.5 gph at a MP the book calls 65% (it's not actually 65% of course unless the mixture is at the book-specified ratio). I can go about 30 LOP and I wouldn't call it "rough", but it is perceptibly different. I can't feel any new shaking feeling in the pedals or the yoke. The whisky compass seems to shake just as badly as it does any other time. BTW, the prop seems well balanced on this aircraft. During one flight, while operating very LOP, my wife--who doesn't get into the details of my neurotic FE-like fiddling, only recognizes that I am doing "something"--asked "why is it running so rough?" I'm assuming that's too much! But I was about 80-100 LOP at that point. I, personally, believe in trying to run LOP (I'm fine with it if you don't) but I definitely don't want to crack anything by doing it. Thanks for your thoughts!

Any updates? I hope that things have gone well for you since March.