geoffb

Yeah, triple that number.

Anything that increases the resistance of RTD circuit will tend to increase the temp shown on the gauge. So, the vast majority of issues with the probe circuit will tend to show a high temp, not low. Just FYI.

the scavenge line check valve leak will fill up your turbine housing and ultimately leak out the exh pipe, then when you start it, it will blow oil down the right side of the belly not aware of anyone overhauling them and new was $1,280 a couple months ago.... The supply line check valve is a completely different animal than the scavenge

post these in the For Sale section. They should move quick at that price

Don, Did these sell?

Temperature seems to have a big impact on performance. At -5C mine seems to clear ice pretty well. At -15C it seems less effective. If I enter icing without the unit running and primed and I get a buildup, it can take a while to clear, especially in those below -10C conditions. So, bite the bullet and get that $25/gal fluid running before you enter the clouds. I will carry an extra jug if I think I may see ice on both outbound and inbound trips. I've got an inadvertent system with hot prop.

Minor note, a 12V aircraft will have 3 brushes.

Yes, you could bang these out a small cnc center. I haven't finished a model, but I don't think you'd have 5 minutes of machine time per. I think you'd go the owner produced part route.

Wish mine was that fast. Also wish I could run max cruise at 12.7 gph. What CHTs do you see at 180 at that power setting? Max cruise on mine, keeping CHTs to 380, I see more like 13.6 gph in the high teens. That would give me more like 180kts at FL180. Could still knock out a 6-hour leg no problem

Happened to my E on landing at high and hot if at idle and full rich. Didn't need to be anywhere near 9,500 DA. A little throttle on rollout would catch it, but happened to me twice while focused on other things (getting stopped)

last time I looked it was about $1,500 each

Pins would be easy, it's a single setup in a turning center. Do folks need pins?

I need to get around to making some replacement levers. Dressing the bottom works a bit, but ultimately you'll lose clamping and there's no way to adjust for the loss of lever thickness.

I've got the IPC, don't worry. Just trying to gather experience from the group before I tear into this thing. Guys like Rich and Lance and several other longer-term K model owners have generously saved me a lot of time. and correct, the -MB has a Garrett, not a Rajay.

Thanks to both of you. Rajay has the same Dukes valve?

Was just at the hangar and noticed a small oil puddle on the right side. Oil is coming out of the exhaust pipe. Last flew 5 days ago, a 3-hour leg. Didn’t notice oil over the weekend. No significant oil loss. No boost issues in flight at 14.5. Check valve? Which one?

When I was shopping in 2020 the owner in Branson had it and had it listed for sale. He gave me the rundown. There was the battery blow up which resulted in it needing a complete rebuild of the tailcone. It went to Maxwell I think. There were lawsuits with the shop. It got moved again. The more he told me, the faster I ran away. I like Rockets, a lot, but a lot of them seem to have sordid tales to tell. Keep shopping, there are better examples of a Rocket out there. Or look at Bravos, more to choose from and most seem to have been pretty well cared for.

My install is like this. 100 series circa ‘98

T-Craft on floats.

Looked at this and where I live, the ROI just isn't there. I can rent 2 hangars for 20 years for the cost of construction of something 45 x 45 with a decent door. my dad's at SDC.

Don't ask, don't tell. Back when we had employee business expense deductions, deductible expenses minus mileage reimbursement still yielded some nice tax savings. Much less fun now, even with the boss covering my direct costs.

Similar for me. Got the employer a certificate of insurance on file.

My STC does not include a one-piece belly or anything else unrelated to the engine swap.

It seems that both of the -MB conversions are generically referred to as 262s. Mod Squad happened to call their STC the Thunderbird 261. I suspect Mod Works had already called theirs 262.

The starter issue isn't limited to the 360s. I think the prevailing wisdom is that you want the big energizer starter for all 360s, 520s, 550s. -MB doesn't decide if it's 12 or 24 volts. Voltage regulator does. All 231s are 12V airframes. I've got dual 70 amp alternators (TSIO-360-MB4B), so capacity isn't a problem. The 261 and 262 conversions are all factory 252 parts firewall forward. I think the difference between the 2 STCs was manual vs electric operation of the cowl flap. Nothing unique beyond the creative differences and quality of work of the shops doing the conversions. Mine is the Mod Squad Thunderbird 261, STC SA2445CE. Was installed by Lone Star in '98. Things like speed brakes, extended tanks, etc are separate STCs. The mod works and mod squad -MB conversions covered the FWF change and ancillaries needed to support that. Your Monroy tanks, inner gear doors, speed brakes, dual piston calipers and on and on are all stand-alone STCs, not part of the 261 or 262 STC. My stack of STC paperwork has to weigh 10 lbs. Only one I'm aware of without a full 252 cowling is the one in WA state that was recently for sale. It still has the 231 cowling with 2 cowl flaps and a NACA duct added for the intake. I've got all my STC drawings, instructions, etc. So if anybody needs something from the install package, just drop me a note. As far as I know, the only STC mine doesn't have is the one-piece belly.