Browncbr1

I’ve been advised by Brittain and garmin that It is on the new revision that will release any day now.

Cool. Sounds like I’ll be selling my accutrak then!

My uncle had faux rubber boots installed on his wings (c401) .. looks like boots, but actually just a thin sheet of black rubber that is laminated to the leading edge. Keeps rain from eroding paint and keeps wint looking nice.

With full flaps and back seats empty, full up trim is needed. With take off flaps, takeoff trim is about right.

One thing that is still unclear to me is how the GPSS mode drives the autopilot. Does it modify the heading bug signal or the nav signal? I forgot to ask my avionics guy.. maybe someone here knows. If the gpss utilizes the accuflite, then I may as well remove my accutrak and sell it. I have no use for tracking a VOR.

I’m in Knoxville. I know a few ... Pm me for help

Gus has impressed me ever since he took the job. I’m glad to see him continue with the fast pace offense that Tommy was so successful with.

Dropped of my plane yesterday at Rendrag Aviation and it goes under the knife Monday. Really excited!

Wow, I didn’t realize you had zero time in your mooney. It is very different from a 172. You will need transition time and even more comfort time before loading precious cargo. Staying ahead of a mooney is not the same as staying ahead of a 172. There is a reason 172s are trainers.. they are easy. You’ll need your complex endorsement as well. Patience.

didn't you read my previous post? I want to talk about AOA...

It is more efficient to descend with +7 degrees angle of attack..

What a fantastic waste of time

I was actually just joking because I thought arguing over a few dollars was a joke when we are spending tens of thousands per year on what is basically a hobby. I do admit that I conserve my tach time and am easy on my wear and tear by running lower rpms as well though. My descents are usually dictated to me by ATC anyhow. IFR descent is 500fpm minimum. So, hard to do without pulling some power.

You’re forgetting byron’s indirect cost of operation of the engine, mags, and appliances. The $5 fuel cost of flying 5 minutes less is $60/hour. That’s much less than the typical $100+/hour operating cost most of us account for. It’s a $5 cost realized today, but a unrealized savings of $8.33 or more later on down the road. Since we are talking about present value vs future value, that $8.33 unrealized value today is actually $10-13 realized savings in today’s dollars. Or something. Blahahhaa!

67 F, OEM cowl and exhaust, EDM 830 with tanis collar probes, Exxon Elite (7qts)

I've not compared cowl flap size between the two models, but with OAT of 7c and power settings like you mentioned, I would have them completely closed and never get above 315 CHT and 185 OT. In the hot summer, I would have cowl flaps cracked though. I use Exxon Elite with Avblend. OEM exhaust. 25DBTDC and generally fly at peak up high and 25LOP down low with Hanks 47 principle.

That's pretty dang hot... I've also found more oil cools better... and it is as if fresh oil cools better than 25 hour oil. (maybe less friction?)

You're definitely running hotter than my OEM cowl F. I guess you're ARI cowl has some unique factors on oil temp and definitely on CHTs. At that setting and OAT, my CHTs would be between 275 and 305 with cowl flaps closed and OT around 180.

I've found oil temp is not an issue in climb because you're below that specific airspeed that I mentioned in my previous post. It seems to occur in cruise, at higher airspeed, and lower power setting than climb. Perhaps you haven't had OT issues because you're cruising faster than this specific airspeed? I recall you run around 75% power with some pretty good speeds?

I believe Bob's oil temps are a function of a specific power and airspeed setting. There seems to be a very specific airspeed/prop pressure that equalizes air pressure on both sides of the oil cooler. Above this speed, air flows outward and cools the oil and below this speed the air flows inward and cools the oil... Additionally, higher RPM is higher friction, causing higher oil temps... cowl flaps mitigate the stagnant air phenomenon and allow more air to flow out... Bob seems to generally cruise at 2550... With the oil cooler being located on the high pressure side, of the baffle, air flow will not stop. Air is not heated until after it has passed through the cylinder cooling fins, so hot air would not be going through the oil cooler. just my opinion and thoughts..

Will do, I'll give it a try and report back.

Thank you for the critical advice about torque.. Mine is plastic too and will be sure to do it on a warm day with minimal torque to seat the gasket in any case. I will also be sure not to over snug the dipstick down the road Here is a link to the PMA silicone gasket I found... https://www.ebay.com/itm/LYCOMING-DIPSTICK-TUBE-BASE-SILICONE-GASKET-IO-540-B-AND-SEE-BELOW-RG-72059/272042179971?hash=item3f56fa3d83:g:URwAAOSwPe1T67u7&vxp=mtr I'm not sure which o-ring Byron was referencing. It seems the oem is either paper or cork.

I suppose high temp silicone could be applied to the oem gasket too, but I thought the thick silicone gasket could compress and stay sealed like an oring as jetdriven mentioned.

What o-ring part number would you recommend?

Looking for gasket advice from our resident A&Ps and IAs. The OEM gasket for the dipstick tube to case fitting is cork and can be had for a dollar to two. I found a PMA replacement high temp silicone gasket (RG-72059) for $10. Is it worth the extra to get the silicone gasket vs cork? does cork crumble or break? I would think silicone would be the way to go, but just thought i would ask the experts. I've also been looking for a torque spec on the dipstick tube. My sense about it is to tighten just the same as an oil filter (and safety wire of course).. thanks!