Sandman993

Aww man? Now I gotta go do some research! I usually prefer the pull along side and... yeah it’s me, gotta go, see ya, method. However, I’ve seen a picture of your red tail ship and if it looks as good under the cowl as it does on the outside, I might better let you alone.

Thanks Carusoam... I always enjoy your input. One thing I’ve always noticed is the #3 cylinder runs hotter on cht’s by about 15 to 20 degrees. Always did. Now, there’s the possibility that since 3 is measured by the spark plug and I have read the thread as well as other articles and some mfg input. Lycoming wrote that the cht measured at the spark plug can read 30 degrees hotter than the others. That doesn’t explain why 3 is the hottest egt typically. The guy at the gami counter in Oshkosh literally knew my number 3 was a troublemaker before I said anything. Suffice it to say, I keep a close eye on cht’s. i once knew an old career pilot that introduced me to a Pratt and Whitney poster chart that literally showed how long cylinders would last at given temps. Lower temps of course mean longer life. The salty old pilot gave me a formula for the tbo cylinder... basically it was add the cht and the egt numbers together and don’t go over 1700 and your scrap iron will last as long as the bottom end.

If you guys keep posting those great panel pix...I'm gonna have to report y'all for posting avionics porn! Thought mine was pretty hot s**t, but this like bringing a knife to a gunfight!

I need to buy gami's...spoke to them at Oshkosh and they didn't have any in stock. My JPI is the 700 and therefore doesn't give me anything other than real time which is good enough. I have a few friends with 830's and at night, they pollute the flight deck with unwelcomed light imo. For those that have 830's, good on ya, but since I can see CHT's and EGT's on what I have...I'm ok. That said, I try to keep CHT"s below 370 and only one culprit (#3) has to be watched. The engine seems pretty happy and the LOP numbers are really great and cool. I'm running 25 degrees BTC and it was at 28...albeit powerful, that brings with it, some hard starts. At 25BTC...she has better manors. If you saw my flightaware numbers before and after...you'd see substantial increases across the board in terms of cruise. I know that's not science, but she's doing it. Between the power plant and the avionics, I've managed to buy the plane back last year...actually more than I paid. My ship though and she can take me and a babe anywhere.

Checking in with y'all at 80hrs SMOH and I'm over the moon happy with this little racehorse. Think overhaul was like mid summer 18...Oil analysis showing so far so good. My hangar mate with the same 201 and 3 blade says I probably have at least 10kts on him in cruise. Kudos to FWF

Hi guys... after seeing some of these panel pix...turning a little green with envy. However, I'm doing pretty well with my GTN 750, Flight stream 510, Gtx 345 and a remote garmin audio panel along with a GPSS. Have been looking forward to updating to a new autopilot, so I too can fly around with my hands in my lap like those Cirrus squids on youtube. My major disappointment came with Garmin's "Affordable Autopilot" notion, which as it turns out, is hardly affordable. When they first brought up the possibility of an "Affordable Autopilot" it was supposed to be like 5k and change...then it went up to 7k, plus you have to add their G5 or better yet, 2 G5's if you want the autopilot to do everything it can do...oh, 2 G5's, add about $9800 installed to the 7k garmin autopilot head, in a box sitting on your wing...oh wait! Did I mention the servos you need have to be purchased separately along with misc hardware??? So, now we are in the mid to high 20's...Hardly "Affordable"!!! And I feel like Garmin peed on my leg, and told me it was raining. The FAA seems to have ruined the spirit of the recent part 23 rules too, when they got their booger hooks in it...sorta like what they did to basic med. So, I reached out to Trio inquired about their offering...the Pro Pilot. They aren't moving as fast as Garmin, but say they will have the Mooney autopilot stc in 2019. That seems to be where I'm aiming going forward. Plus, it should work with the Aspen, which is much better than two G5's IMO. Might be wishful thinking, but me thinks you could have a stand alone working autopilot from Trio with altitude select/capture for around 11 to 14k all in. The pro pilot has a built in GPS, as I understand it. Thoughts?

It’s been a while since you posted this... you still have the airspeed indicator?

Curt, you guys are awesome! Have been bragging on your HID Boom Beam to all my friends and on another thread! Have been running a competitor’s LED the Parmetheus +... that light can’t hold a candle to a Boom Beam (pun intended). Thanks for making a light to help me land at my dimly lit country Airport. Appreciate y’all!

I looked at mfg date for the new landing light purchase and it was make about a month prior to the big air show... it also says 60w. I called LoPresti to say how satisfied I am and rate it right up there with the invention of boneless chicken and maybe even, my first bicycle.

One last thread hijack, but y’all gotta see this! Picture doesn’t do it justice, but this was taken from a football field away.

So the huge difference is the nose cowl and the windscreen. I always feared getting a spanking from a c or an e that had sprung for those mods. I’ve heard an e with the 201 mods is not to be trifled with.

I’m in the boat engine biz... the outboard manufacturing world did the round up number thing for many years except mercury... that old German coot would round down an engine so the merc looked superior... they changed the rules sometime around 1990 so everyone had to stop lying. The horsepower race is alive and well today!

OMG!!! And that’s in the daytime!

I don’t know what it is... I’m tossing mine. In the dark environment where I fly, it just doesn’t cut it. My hanger mate just bought a lo presti led at Oshkosh (expensive) and it was a massive difference... you can’t put a price on depth perception on a black runway. Sorry I don’t mean to hijack the thread with light speak.

Carusoam dunno how interesting my cars are... Ram 2500 4x4 diesel enhanced GL 550 sport and a maxima daily driver. None I love better than Scarlet, the over clocked j model. Magic carpet. btw, I’m installing the Boom Beam as I type. I know everyone says on the other thread that the led’s have caught the hid’s... we can agree to disagree. I’ve seen em side by side... saw spots after for 20min. LoPresti did have an led that was impressive though... makes the Whelen par 46 look pretty docile.

Loud n proud! So all our 200hp 360’s are born 193hp give or take?

I’m running the powerflow gen 2 now with the 10/1 pistons... basically tuned headers with a suppression at the end of the pipe. I’m told by powerflow that it gives back the horses robbed by an untuned stock exhaust system. Now performance exceeds book... it wouldn’t match the book before.

Begs another question... exhaust tuning. Don’t know too much about the extra’s setup ... but are your exhaust’s tuned or more like stock airplanes? Interesting. thanks for your input

Ah shucks, now I’m wishing I could have met some of you there... and put some faces to posts. I did buy some LED disco nav lights and pulled the trigger on a HID landing light from Lo Presti. The Lo Presti folks were great and I look forward to the install this weekend. Let there be light! Already have the fancy Led and it’s just inadequate at my dark country Airport with Black sealer. Boom Beam!!! Passed by the Gami booth and that fella practically told me what my cht egt readings were to the number...guess it’s part of dialing in, so those are next. also, along the way, I’ve picked up a spare dual mag for just in case and keep in the hanger. Now Electroair is saying they might have the dual mag solution in first quarter of 2019... believe it when I see it, but I might have a couple good units for sale when they do. The idea for the second spare mag is to get out of a bind in case I’m somewhere and need it pronto to get home or finish going. Beats waiting for 10 days or spending 3k to get one coming.

Made the trip to Oshkosh from VCT... the airplane worked flawlessly and exceeded book numbers by 5 kts about anywhere I checked. Half the trip home was at 8500’ and second half at 12.5. Still running ROP but now have about 45 hrs smoh and ready to transition to LOP. Great gas mileage so far and saw in low 9’s ROP at 12,500. Good trip, lots of fun. Oil consumption was very low imo... used two qts round trip and maybe keeping at or above 7 qts causes some to go out the crankcase vent tube. The trip up was dicey because weather was crummy once we got past halfway...got my fair share of scud running as we got closer. Flying slow at low power settings to let the weather move east ahead of us...So not much else to know about that. Was my first time to Oshkosh... everyone said, if you haven’t been, you gotta see! I get it now.

You still stuck at 10hp... where did you arrive at that number? why not 5? Or 0? At some point, and with the faa involved, they surely must have had the dyno (that I’ve seen in their shop) hard at it to test the hp rating and other things like temps and pressures. Maybe it’s all lip service and the faa is uninterested in what the pitch after stc approval was. Who knows? I cant say where the hp is measured... at crank shaft, at prop or whatever. I’m sure they have it stripped down without alternator. But I would think there would have to be some kind of prop on the test engine or some way to keep it loaded. I’ll ask the question next time I speak to them. All that is moot though because it is whatever it is. If have this right, you are saying there is hp lost from the propeller and alt which makes sense. actually, I don’t think I’ve seen a stock 201 that can fly 174.x kts true, level, at sea level. I never get to test that notion because usually in the airplane to go somewhere I don’t want to drive.

The ship was still making her numbers at the time before tare down. 29” and change along with 2700rpm’s. I wouldn’t have said ship was sick. The intake lobes were showing signs of wear so the intake valves weren’t opening as much as they could have... she was pretty matched up with other 201’s I’ve been around on cross country flights. My hanger mate and I had to take the measure of these two aircraft though...I have heard the three blade props are a little slower in cruise, but I doubt it’s more than a kt or two. Horsepower plus only promised 9mph. Im looking at a powerflow exhaust sitting on my office floor, waiting it’s turn and for my energy level to take on the install. Powerflow says I can expect some 5+kts and some extra takeoff climb for the effort. Is that too, exaggerated?

Too early for lop flights... I’ll look at that when I get to 50hrs. When She gets above 6,000’ I can see decent cruise numbers at lower power settings and gph down in the high 9’s. The only real testing I’ve done since the rebuild is a single flight along side the 201 (same year) I share a hanger with. Before we were evenly matched except for his climb rate was much better. Need to mention that he has a three blade prop. Even now I can’t climb any better than him but can briskly walk away in level flight. I wrote this before in an earlier post. But we set him up at 25 squared and my ship was at 2450 and 24” and our ground speeds were 10kts different. I’ll let you guess which was which. It was remarkable.

It’s supposed to be 25 hp and yes it’s more robust. Whatever power it is... there’s just more of it. The nice thing about my experience with this thread has been the feedback... I appreciate the things y’all have written for input. It stimulates thought. Some here seem like they have a decent handle on these airplanes. Not everyone I run across can say that. To date, have had a good time on the 201 platform and I learn something new almost every flight. Fine tuning ones flight skills can be satisfying albeit hard on the pocketbook. Maybe I’ll see some of you at air venture...

Am getting closer to break in... and can say heat management is key, but can use most or all available power on takeoff without exceeding 360ish on cht’s as long as She’s full rich... that works well and gives the bird a chance to build up some speed. In climb, get at or above 120 indicated, everything settles in nicely and the leaning process can begin as appropriate. Oil temp looks good. At this point, she’s pulling away handily from a stock 201. I need my F18 license now! Lol just kidding. Placard does have some limitations below 1800 pressure altitude...Think you have to adjust mp to 28.5 at 1800pa if memory serves. Don’t have to worry about that in my region until summer is over, but the placards are right there if I wander too far off the reservation. As for heat management, no reasonable thinking pilot should operate our 200hp 4 cylinder platform without some kind of 4 point engine monitoring gadget (insert fav brand). Stock or modified... it’s just too important to know that critical info. My personal cht maximums are 380 degrees... once I get there and if she’s trending upwards, can take steps to reverse the trend and much prefer 350’s. So if the ship starts using up cylinders, it won’t be because I was being a moron and cooking them. if I want to cruise at the old speeds, I’m finding that less mp at altitude is required as the prop is able to take a bigger bite without binding the engine. mines not the only aircraft engine out there with high compression pistons... if they ever do change fuel in my lifetime. Sarc First and foremost, I’m not trying to recommend that everyone run out and add this stc to their airplanes... originally, was simply making note that the company was being unfairly treated and reviewed by a few folks and parroted by several others. Some of the comments were brutal and I didn’t find the claims to be true in my experience. Quite the contrary.