Browncbr1

Preheat oil to at least 60 degrees or so before cold starting. You’re in NJ in winter. That’s a must for straight weight oil. You need to do that and also take washers out until 75-80psi in cruise at operating temp. You may need to let oil warm to 150 or 160 before take off. Straight weight is not as versatile as multi grade.

Georgia is also a fly away state. Get any work, avionics, etc. then fly to your plane to your home state tax free.

Pm sent

It was on a 231 that has the prime button right above the throttle vernier. TSIO-360-SER

The case of 6 tempest filters I ordered June 6 just shipped.

Yes, the primer button will kill the engine if mistakenly pressed in flight. I had a student mistakenly hit that switch instead of the boost pump during GUMPS. The engine can be primed for starting adequately using the boost pump. IIRC, they also mention potential for engine damage? In any case, I would remove it. It’s just another thing that could go wrong.

Where from? That seems like a good rate I am about to renew $120k hull, 1500TT commercial multi/single instrument, 900 hours in this plane. 43 years old. Based on 2 mile runways in hangar. Quote is $2024.

Where are the fat chicks?

The Russians or course

McMaster-carr

Polygone on then come back the next day and remove. Repeat until all poly is gone. beats the heck out of scraping for hours.

There is a manual trim wheel in the vision jet, which is crazy sensitive. I’m surprised the sr22 doesn’t have manual trim. That seems like it should be an obvious certification requirement.

Recently did a fellow MSer who visited here. The doghouse takes a bit of extra time and it would have been nice to have had the time to fabricate a different bracket to get further forward on the case halves. The engine was circa 1989, so not sure if the isolators were original or not, but we were getting too much erroneous data below about .03-.02, so we stopped there. He reported a smoother ride home, but no discernible increase on tas this time.

I have a prop balancer. Most of the time, an un-balanced prop starts out around .2-.4. Usually, after balancing down to .00-.02, a few knots are gained. Also, less pilot fatigue.

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DA was about 8300ft. These planes seem to do best 8-9000’. That’s about 100 ROP for #3 and 4. It’s about 135 ROP for 1 and 2. My FF transducers is slightly calibrate to totalize more fuel burned than actual. (Only maybe a couple gallons of I’ve burned 40 gallons.). I got it fairly close, then left it there figuring a little safety error is not a bad thing. Im guessing that means actual flow is maybe .2-.3 less than indicated. I have the 201 windshield and brake caliper reversal. OEM guppy mouth cowl though. Been waiting for David’s cowl, but may sell this plane before that ever happens.

You’re correct. That’s a big reason I ran ROP that day. I even have aluminum tape all over #4 and a little on 1 and 2

Well, the two probes are both installed side by side in the pilot side naca duct. I recall years ago, I had fiddled with the jpi oat temp offset a little. I never touched the G5 OAT settings. Seems like I remember atis was reporting 32degrees one day, so I adjusted the jpi to match. Maybe that is why they are a bit off…. As winter comes, I’ll monitor atis and awos temps to see how close my indications are on each unit.

Thank you. It’s got ~70 hours on the major overhaul. Compressions last week were all 80/80. Believe it or not, I picked up a few more kts when I balanced the top prop to .00. Ignition is 25deg..

I was mainly wondering why the two units would display different info, while being on the same canbus backbone. In typing this, I just realized jPI probe OAT is going into the gtn, while the G5 is getting OAT from its own probe. Doh! I guess I need to calibrate the two probes.

Well, I usually fly LOP, but this day I knew I had big head winds to deal with as well as low temperatures. I was also carrying a ~700lb payload, so I decided to go ROP. I shot this video to show how a normally 2 hour flight became 3 hours. At one point before making the video, the winds were 68kts 20 degrees right of coarse. G5 says 183mph tas (~159ktas), but gtn calculates 156ktas. Any idea how there is error between the gtn and G5 calculations? ASI calibration error is about 1-2mph, which I manually input into the gtn.. is there a way to program calibrated airspeed to the G5 computations?

It seems like the powerflow exhaust and your intake filter together may lower detonation margin. Higher cht are expected with the powerflow to begin with. yes, the servo screen is often overlooked and catches all kinds of crap. It’s amazing how much can accumulate in there. Keep it clean! also, crap can collect in the fuel selector and dump debris when switching tanks. Years ago, I did the solo cup trick and not much came out. Then I did it again while rapidly switching the fuel selector back and forth. All kinds of crap came through. go ahead and rebuild the fuel selector while you’re doing the other fuel system items. It’s cheap and easy and you’ll be glad you did.

You’re not selling anything, so no one would care. No damages. Make it looks nice and put a hidden hinge with back spring to make it into a nice little knee board glove box or chart box.

I find the best situation is just a 3D print yoke mount to hold my plus sized iPhone. I have a full sized iPad that clips into the right panel, but, really, I find myself just using my phone or gtn instead.