jclemens

https://www.savvyanalysis.com/flight/1160789/51d617d3-d606-49a5-8d99-cb6c90d770f2

Yes it is I was going to suggest locations to take it to have it fixed, but I have no avionics connections there. We are an Aspen dealer and by association I guess an Avionik Straubing dealer. I put one of their altitude preselect units in our 231, works great. I do have some contacts over at the Austro plant if you need turbo diesel support.

I am not disputing that there is a large sample size of factory cylinder which exhibiting the same failure mode after a similar time in service. I have been using borescopes to look at valves before Beechtalk or Mooneyspace existed. I have seen these failures. I have also seen my fair share of cam failures, in both brands. We just reassembled a TSIO-550 that had a cam follower fail. It was an 800 hour factory engine. All the cylinders were fine however. The oil pump was also rejected. This particular engine exhibited no signs of anything wrong at all. It was torn down due to a prop strike. I have also watched hundreds of engines run to TBO and beyond without a single issue in a training environment. I am not defending the QC (or lack of) of any manufacturer. I wonder what the average age, in years, of the sample size was?

1150-1250 might be ideal in your situation. The APS people have dispelled a lot of old wives tales in the way we run our engines. You should take their online course, I have, it's very informative. Yes, my 285 HP 6 cylinder will peak above 1600 at full power. My target EGT is 1350. As compelling as the APS is, I don't run LOP, it makes the plane go slower. You have guessed poorly, with the fuel flow I have at full power you need to lean if you actually need all 285 HP, it is almost 300 degrees ROP. I am not advocating setting the mixture with the CHT gauge. I am sick of hearing about the perceived quality control problem with Continental cylinders. Having actually operated an engine shop for the last 20 years or so I have seen my share of QC issues. TCM had a problem 10 years ago that people the internet experts won't let go. Both ECI and Superior have had issues in the past the resulted in FAA action in the form of an AD. Lycoming cylinders on brand new factory IO-360's are having guide problems of their own right now. In my TSIO-360 turbo mooney, I target 1450 on climb and at altitude will run at 1550 or higher on the TIT. You are correct in pointing at the top end fuel flow if CHT's are high, also that raw EGT numbers do not matter. I could make your EGT gauge read higher without changing anything about the way it runs by moving the probe. Since you have no way of increasing the top end fuel flow on your particular engine, it would still run just fine with the new raw EGT number. If you have a TCM engine you could increase your top end fuel flow because you think the new EGT is too high, which would result in an overly rich condition at full power and a decreased power output.

His EGT's numbers are just fine. The IO-520 in my Bonanza runs around 1350 on takeoff. My fuel flow is set higher than book, 26 GPH vs. 24. If you lean it to 24 on takeoff EGTs are near 1500. The temperature of the EGT is not important, the CHT is the temperature you need to pay close attention to. If you can keep your CHT's below 400, your EGT can be any temp you want. I assume your F model has an engine monitor that was installed after it was produced. The position of the probes on the exhaust pipes will affect the number you see on your EGT gauge. I recall JPI's installation instructions want the probes 2-3 inches from the cylinder head. If your probes were 2" instead of 3" you would see higher EGT numbers.

Buy a new one.

There really isn't any reason to cut it apart any further than you already have, unless you see something in it you don't like. Let it drain until you can handle it without making a huge mess and just inspect between the pleats for metal flake. If there is a problem, you will see it. If you do see something and want to inspect closer, cut around the circumference at the top and bottom of the pleats until they are free and it will open up like an accordion. Don't get too caught up if you find a flake or two in the filter, that is it's job, after all. If there is an impending failure the contamination will be apparent.

Germany....didn't see that coming.

Hand flying the same approach results in centered needles and airplane on magenta line? Get your autopilot aligned by someone who knows what they are doing.

Yeah, didn't realize you were at 1700 rpm in the photos. As mentioned check full power fuel flow first.

I put an Aspen in our 231, I like it. But, when a customer is on the fence about a G600 vs. an Aspen...The Aspen is kinda hard to read....The Garmin also kinda costs a little more....kinda.

That's the spirit! An Aspen would have provided the needed lights too, but it's kinda hard on the eyes to read

In more cases than not, an IFR GPS installation require remote annunciation. There are a lot of installations that don't have them that should. I don't agree that they are needed from a functional standpoint, usually. Generally, all Beech products need it. Sometimes it's needed in others as well. It really depends on what is in the plane and whether or not the installer is comfortable explaining his reasoning for not having it if asked by the Feds. Some feds are great, some are not. Some may measure from the yoke, while the next may use the center of the ADI. The bottom line is when installing a $17,000.00 GTN750, if there is any question about whether a $500 remote unit is needed, why not take the cautious approach.

Isn't the blue the target zone? There is no problem whatsoever with 1450 EGT's.

Sounds like he is at a shop that is willing to be held responsible for their actions. There are indeed circumstances where a remote annunciator would be required by regulation. I am not going to comment on whether or not this particular instance requires one or not unless you want to bring the plane to my shop and let me make that determination. But, condemning the installer for following the installation instructions is not the right thing to do.

One: disengaging your gpss is incorrect. Leave it on, just hit the APP button when you are on the intercepting leg inbound. By selecting heading the autopilot loses its wind correction angle. Leaving it gpss will make the transition smoother. Two: your autopilot needs to be aligned. Take it somewhere that's qualified to do so, or call autopilots central.

The interface on the Garmin GTN's is nowhere close to awful. It only takes a few flights to fall in love with it. You can get a GTN750, GTX345, Aspen Pro, and a new GNC255 nav/com all installed for $40K. Probably include a new audio panel at that price point too.

You are the exception, not the norm. In my experience the reliability of an KCS55 once it has been overhauled is about as good as a pass line bet on a craps table. Now I love me some craps, but those odds aren't that great if your in the soup. The original units were as reliable as any gyro driven device could be. My sources (Shops that actually have the capability to overhaul that unit) tell me that the parts they are forced to use are simply junk. Think tiny little gimbals and bearings spinning at insane speeds that all came from China. It's not the overhaulers fault, a lot of places that have the authority to do so have stopped maintaining the units because they know they are forced to return to service an inferior product. They are tired of dealing with warranty issues on units they have repaired when the .02 cent bearings fail in 20 hours. Those .02 bearings are of course issued an 8130 by Honeywell (Bendix-King) and marked up the requisite 2000%. Installation of an Aspen in a panel that has a standard six pack is easier than installing a KCS55 HSI from scratch. The equipment will cost you more, but the labor will be less.

More info please. What other equipment is installed? Is this when coupled? What autopilot?

Aspen also just released the GDL88 compatibility software, allowing you to put weather and traffic on the Aspen as well.

GTN 750 will not disappoint.

No way I would recommend installing a KCS55. It was a great piece of equipment in it's day, but that day has passed. If faced with needing an HSI, an Aspen Pro is the most economical route, followed by the G500.

I would venture to guess there used to be an antenna of some sort there in the past.

Don't spin that new pump backwards. What your describing is perfectly normal though.