mcpilot

BTW.. It would be a 0 degree panel tilt right?

Sorry, I shouldn't have specified electric.. I would still need a backup horizon ~$800 for vacuum driven. I got a quote of $2250 to overhaul the KI256 so difference is $1450. The Aspen is $9400 plus $3200 for EA100 adapter to drive my Autopilot... KFC150 Someone may say that it adds so much of a dollar value to the plane , but in the real world you never get the dollars out of avionics that it cost to put them in when you actually sell.

The Aspen is wonderful except I would still need a backup electric AI... Those go for north of $3K so I am better off OH the KI 256 I already own. That makes it a wash...

I was flying this evening and the air driven horizon/FD (KI-256) for my A/P system tumbled. Does anyone have any experience with having one of these rebuilt?

Actually what I was told by Mike Bush is that you want to see an even pattern on the valve face with the "circle" pattern in the center. This would indicate even heat distribution.. He looked at the photos that I posted as well and gave them the thumbs up... The lead combustion product is different from that without TCP. Lead phosphate is more of a "powdery" substance that is removed in the exhaust and oil... You can see evidence of it on the tail pipe of the muffler....

TCP is FAA PMA approved for all Continental and Lycoming non turbo supercharged reciprocating engines. It also has approval for some others as well. I'm not here you'll the product. Check out the alcorinc.com website and if you are interested you can read the FAA poor les and the MSDS. TCP promotes the formation of lead phosphate during combustion as opposed to lead oxide. This does not effect the beneficial properties of tetra ethyl lead. Lead phosphate is more easily removed in the exhaust than lead oxide which is a harder material and more prone to cause buildup and valve seat erosion. I'm not posting this information to try to convince anyone to use or not to use this product. I'm just sharing something I thought might be of interest to he group. Take it for what it's worth...

Haha. My post was not to be taken as a scientific experiment. Scientific research was already done on TCP during its FAA certification process. Running LOP has also already been proven to produce a more complete combustion event and as result less undesirable by-products with the added advantage of cooler CHTs.... I would guess that if you started with a clean engine and just ran LOP the ethylene dibromide in 100LL would do its job as a lead scavenger and TCP might offer only marginal improvement. The problem may be when you have an engine that has been run ROP and that has developed a lot of buildup. The ethylene dibromide in the fuel may not be enough to clean it up as well....

TCP is tricresyl phosphate. IT's a lead scavenger that is added to fuel. ITs FAA approved as a fuel additive.

Yes. GAMIjectors. The fuel flow spread between peak EGTs is 0.2gph

Here are some before and after photos. The before photos were taken of #2 and #4 exhaust valve faces (rear cylinders left and right which are the hottest CHTs) on my 1995 M20J MSE. After the initial photos were taken, I began to add TCP to the fuel and installed a JPI EDM830 and ran the mixture LOP according to the recommendations of Mike Bush on Savvy Aviator. As you can see the valves look much cleaner... The IO360 A3B6D seems to have issues with stuck and sticking valves and running according to the operators manual (50 degrees and > ROP may lead to these problems...

THe 66E that I used to own had a 3 blade. The gent that I bought it from had a C model and this E model. He took the two blade off of my E and put it on the C and took the 3 blade off of the C and put it on my plane before he sold it to me. Long story short is that that plane was such a shaker, I sold it..... It shook so bad that the small screw holding the doghouse engine baffling would unscrew themselves and I would find them in the cowling when I preflighted....

Thanks very much Cruiser for the info!

Is this on the M20J type certificate? Was just wondering if it can be removed with the installation of a JPI EDM 830.... Alos, I believe they are no longer in production, correct?

Aren't those aluminum fittings? My AP says that only steel fittings are to be used on oil pressure and fuel lines in the engine compartment because the aluminum ones are prone to crack and failure

OK.. Next question... Has anyone installed the Oil Pressure sensor on their installation? The factory gauge uses an oil line off of the accessory case. Is there any other place to run a line off of the engine so as notto have to route through a hole in the cooling baffle?

You have to be careful with replacing the factory gauge with one that is not on the type certificate...

How is that routed? THe thermocouple wire that JPI provides is not very long....

That might put it in conflict with engine and exhaust factors. The OAT is used to calculate %HP in the EDM 830

Thanks very much for the helpful info guys... Very much appreciated.

That's what I thought... I can't remember how it was in my 231, is it hiddden in the scoop or just coming off of the side 90 degrees to the airframe?

Hello everyone, My AP is installing an JPI EDM 830 in my MSE. He asked where I would like the OAT sensor placed. Any suggestions from you folks that already have this installed would be appreciated. Regards. Mike

I have been told that the Major engine manufacturers want to get the older cores and especially cylinders out of circulation and have been very generous with core returns. It may be a little self serving on their part, but when they grind used cylinders and other components up for scrap, that is one less core for the competition to overhaul and place back into the market. If your core has a cracked case but was running and in service when removed, I would say your are safe returning it to Lycoming for exchange for a reman or factory overhaul. Lycoming and TCM do not repair cases and reuse them as far as I am told. They get scrapped and your reman has a new or serviceable non-cracked case with all of the latest improvements. It's really hard to pass that up....

Ok got it. That thread has so many pages I guess I lost track of the OP. A factory reman/overhaul is probably the best bet. My mechanic just got a factory overhaul (O360) and the folks at lycoming intimated that the difference between the two most of the time is the zero time logbook...

Which cylinders did you get with your field overhaul? Tell us more about the sticky valve