Ragsf15e

Do you have pictures of your snubber? I’m gonna try one on the MP and if that works, maybe the oil pressure. I bought the recommended snubber but it’s an npt thread connection and the lines use a flare type… by the time I add an adapter to each side of it, I’ve got a 4 inch piece of steel to add to each line. Doesn’t seem right.

And here’s one from that diagram… the gmu isn’t required unless you are using it for hsi compensated heading?? So if I just have an GI275 adi with no gmu, and lose gps, I lose attitude? Doesn’t make sense. Yet pitot static is required for ahrs aiding (in the notes). It makes me think that g3x failure tree isn’t the same for the -275.

Failure tree must be different for the G5s for some reason if they can carry on without the gmu11? Weird.

Interesting. Ill play with that some more…

Brave or stupid. Had my family with me. Actually everyone did fine. Kids were so tired from playing at the beach they slept from takeoff to 11,500’ where it was cool. Woke up, looked at a real volcano (st Helens) and asked to watch movies. Even my wife did ok. However, I think you’re right that I might not do that again…

I think it’s the +33c above isa at altitude that’s doing it. I have enough fuel flow during climb to eventually keep temps down although it requires definitely using less than normal target egt. Cruise just required less fuel running LOP. Maybe you’re right, I could have cruised ROP, but didn’t want to cruise 200+ degrees rop, so maybe it was just a choice?

I generally agree with you, except for #3. It was so hot yesterday, i was down around 8.3gph at 10,500’ to get it to cool down. Normally I can run right at 9gph LOP and it’s real cool like you said, but we’re so far above standard temps, I think it’s not perfect.

Yesterday I flew from Tillamook OR to Spokane at about 3:30pm. Not exactly the best thing to do as temps were ridiculous. 99f at TMK, 104f at SFF. 10,500’ was 14c. It was wicked hot. So I learned a lot about my airplane, just like you. Normally I have no issues with cylinder or oil temps. On takeoff, I expected a slow climb, but didn’t expect the oil temp climbing immediately above 200 even with 380s cylinder temps. Oil temp maxed at 210 and aircraft climbing (slowly) at 130mph. Stayed rich to keep cylinders cool, but eventually had to reduce rpm to help keep oil temp down. As I climbed, I really had to fight to keep cylinder and oil temps down, air temps were isa+33ish. Cylinders wanted to climb towards 400 without me taking action. As the air got cooler, it also got thinner and didn’t cool as effectively. I leveled at 11,500 initially but went down to 10,500’ soon after. Cruise was just as you described. I initially was LOP which typically yields 320ish chts. Instead I saw 390. Opening cowl flaps helped slightly. I tried Rop and quickly gave up at 400cht. Oil temp was about 200 now. I went back to LOP and then went back to ~2450rpm and maybe 40LOP which is too far lop at 10,500’ but it cooled the engine. I was only getting 133kts. Typically I see 140 LOP at 10,500. All this is to say the temps aloft had a much bigger effect than I expected. I probably wouldn’t do that again as it was nearly constant work to keep temps in check during a very slow climb and cruise wasn’t much better. Finally, I lived in south Texas with this airplane for a year and don’t remember it being this bad? Maybe I only flew in the morning? I do have a SF mag which increases my cylinder temp slightly at higher altitude.

Yes, exactly. It must be different, but that would be a nice diagram to have!

Skip, their diagram and description seems to indicate that if you lose gps and magnameter, attitude is lost no matter if you have air data… But you lose both of those in power failure. Am I missing something with that? Battery wouldn’t help other than show its failed?

unfortunately, removing power from the system (total electrical failure) leaves the gmu11 magnameter off although the G5s have 4 hours or so of battery. They have to survive only with internal gps or air data if those exist. It almost seems that a battery backup on the gmu would be a good option.

My F is in mph, but I use: Downwind - 100mph Base - 90 mph Final (ldg flaps) - 80 mph You can take off a couple for light weight landing if you’re worried about float / landing distance. I add 5 mph for TO flaps and 5 more (90 mph final) for no flaps. These may be slightly conservative, but they work well for me. I don’t use short runways often, but I do practice spot landing on speed. My power pull may be slightly earlier than some to allow crossing the threshold / starting roundout about 70-75mph. Regardless, in the flare, I hold the airplane off the ground until it is completely out of flying energy. I don’t have specific power settings really, but I do glance at the Jpi % power and about 38% holds my 3 degree descent and airspeed pretty close.

Skip, what do you think it means to “activate the missed prior to the mawp?” You’ll still need to fly to the mawp, so what is activated, just the climb? But I wouldn’t think the GTN would care about the climb, maybe just the G5 or G3x controlling the AP/Flight Director. Additionally, the button seems similar to the g1000 toga which both initiates the climb and sequences to the first point on the missed.

I’d also keep the entire reserve in one tank. Run one dry in cruise or at least close enough to dry that you know you can’t switch back to it. Does the 15 gallons still give you an hour endurance at cruise? I suspect so, so I’d say that’s an acceptable reserve. I would only use that with good weather, vfr diverts, and I would start to consider other things like how many runways are at my destination?

Don’t do “interim” in airplane avionics. It’s very expensive, increases failures, and vastly increases downtime. If you know what you eventually want, save up and bite the bullet once.

AOPA Pilot mag had a story about someone whose door wasn’t fully closed and their wife’s cell fell out in the Arizona desert. They found that one with the find my iPhone app. Phone still working. This in no way helps you find a fuel cap, but I’d ask @Alan Fox.

Honestly, cheap and clean may not go together… G3X - 10” with eis G5 backup GNC 355 gps/comm Remote transponder GTX 345r or your current. PAR200B - intercom/backup radio so maybe 4 things sticking out of your panel?

It’s the panel directly above the exhaust exit. However, in this case it’s the one on the pilot’s side, so no exhaust. It’s just behind the cowl flaps, directly below the rudder pedals. It’s concave. You’ll find the master cylinder in there. In the last thread, they found something interfering with the brakes near the master cylinder when they turned the nose wheel.

Now for the Garmin equipment…

Yeah, I agree… just throwing out the option. I bet there’s tons of these old ones just sitting around in peoples hangars and in avionics shops. I would do a gi275 if you can swing it. It’s gonna cost as much or more than the adi you did as it will need more connections to existing gi275 and autopilot. I wouldn’t do a g5 just based on cutting the panel and square vs the round you already have. Although… the g5 may fit in the large square cutout from the 525?

Definitely appreciate you doing that.

I do as well. Also have the magnometer that goes with it.

You’re virtually guaranteed to be underwater on any airplane you purchase. It can still be overpriced, but being underwater should be expected.

Also, the sniffle valve is supposed to leak. That’s why it’s there. When the engine is running its sucked closed/sealed, but when the engine isn’t running, it opens to let the intake manifold drain. Usually a few drops of fuel after shutdown.

And just to make it tougher, I’ve had oil come out both the sniffle and fuel pump drain. One was a bad fuel pump leaking oil. The sniffle oil was from a cylinder with some issues… wobbling valve? Bad valves? Oily cylinder? Anyway, there was some oil in the intake manifold that use to drip after each sortie. OH cylinder fixed that one. I know this is a fresh engine, so I really think it’s fuel, maybe mixed with a little something?