Ragsf15e

Where did you guys learn all this?! My middle school shop classes didn’t cover any of this and these days they don’t even have those limited classes!

I thought there was something in the GFC 500 STC that said the G5 or GI275 had to be the PFD but i’ve heard of others with that set up too.

I may actually have an aly-8520 in my hangar collecting dust. It was working as well, but could probably stand new guts. We took it off my ‘68F and installed a new plane power alternator only to find that the alternator wasn’t the problem. Eventually I found a slightly corroded connection that was causing my issue, so long story short, I have an alternator. Ill get a picture of it this afternoon. The bracket might be tricky. Have you tried BAS? I’ll look, but i thought my mechanic reused my bracket for the pp alt.

The tit seems pretty reasonable compared to all my egt readings as well. What do your egts read at this power setting?

I was surprised to learn that my m20k has two impulse mags and is wired to start on both mags. My F model with an io-360 was injected as well but only used one mag for starting. Your whole post wasn’t crazy, just a tiny bit!

It’s pretty new. Less than 200 hours on it, maybe 3 years?

Wow, your TIT runs warmer than mine at similar settings. Last weekend I ran 29.5/2350/10.4 with chts at 350 and below, tit 1510. Then i pushed it to 31/2300/11.0 and saw 370 and lower with 1550tit. I don’t think my OAT was that cool? Maybe -4c? At 13,000’

I agree completely. Would also need a good drill press and skills to center the hole. You laugh, but those “simple” machine skills are above a lot of us! I checked with a machine shop last time and they wanted something like $400 to do a 1’ section of delrin.

well hopefully they’ll see this thread and everyone talking about their great rollers and make some more?

Yep, that’s who I emailed. Last time I bought them for my old airplane, 2021ish, they weren’t too expensive for airplane parts. Considering they are just a plastic disc with a hole in the middle… at that time I did check with a machine shop and it was many hundreds of $$ to slice a rod of appropriate “plastic” and precisely drill the correct size holes.

“Nothing good happens after midnight” - my good friend Lando from the USAF

Interesting that you got some from Lasar? I don’t even bother with their website anymore. I emailed the parts department back in march and again last week. Both times they replied and told me they didn’t have any and didn’t know when they would.

@Pinecone is gonna have to remember better so I can get some!

@DonMuncy do you really make some? That would be awesome! Happy to make it worth your time for two seats worth! Drew

That’s probably reasonable based on your hours as well. Glad you found it, but sorry this happened to you.

Here’s a screenshot from my Savvy data files on the F. This is taking off from Grants Pass (~1000’). Ff 18.3ish.

Well that was free. Or at least it was for me. The taxpayers took care of the fuel bill!

It was right at 18 taking off here in Spokane at 2000’. It was closer to 18.5 at sl. my new one is at 25.5, but that’s a whole different beast!

I would not change a cylinder based on what you said so far. I would recommend putting a strong flashlight in the oil door then looking through the front of the engine and checking the baffles near #3. My guess is a cooling airflow issue. Are your cowl flaps opening all the way? What is your climb speed? I used 120mph in my F. Fuel flow is important too~18.5 at sl is good. with higher OAT in summer, your baffles, climb speed and fuel flow become much more important.

The other threads will be useful, but yours may be wired slightly differently. You should look at the wiring diagram in the electrical schematic for your year group. It is probably in the end of the maintenance manual. You definitely have some type of limit switches in those can be a common source of failure.

These still working? I might need to make some. Lasar doesn’t have any real ones and my new plane needs them.

Well 11.1gph is only ~69% power, not 75%. It was about 35lop, so not much different than the 20 i use at 65%. for reference, on the 220 hp (sb) engine when lop: 10.4gph = 65% 11.2gph = 70% 12.0gph = 75%

As a minimum, you need a g5 or gi275 or g3x (or maybe a g500) to act as the brains. With the aspen the op already has, this can get complicated.

So today I was cruising back from the Oregon coast at 13,000’ and tried out 70%lop. It actually settled just below 70%, but it was 31”, 2300rpm and ~11.1gph. That gave me 175ktas. Almost exactly 5kts more than the 65% I had been using and exactly what the poh chart predicted. 70% had slightly warmer chts (highest ~360 with cowl flaps closed) and tit right at 1550. Tit at 65% is usually about 1515. Even lop, you aren’t gaining much by increasing power further. It will take another ~0.8gph to get 5 more knots and probably a pretty warm tit. It decreases your fuel efficiency (gal/nm). It seems my airplane is pretty content at 65-70% lop.

The simplest gfc500 is going to be pitch and bank (no trim or yaw) but you will still need at least a g5 to run it (and a controller). That or the aerocruze are basically your only options.