Browncbr1

+1 Visit John Burt at KDKX... It may save your life some day....You'll develop the ability to maintain brain function during high physical load. It's a week long and lots of fun.

Hi David, While you're talking to them, can you please mention IO3582F2 also? it is long and pointy like the 201 and just wondering if it could work with only a different back plate or something? on my plane, it already appears sit out pretty far from the cowl compared to OEM spinners that came on F models. thanks craig

Since I'm married to my F, I call other late model 201s sexy mistress or temptress because they nearly make me cheat on my F who treats me right and takes care of me.

I think it's pretty happy. No forced landing causing other damage. No deaths. Anyhow, I'm just curious how this engine was operated on the ground since you've owned it? And how often flown? I have always understood these engines need at least 1000rpm to keep the cam wet.

If you go with stec, be damn sure you get what you will stay with. The secondary market is almost nothing because of the rediculous stc transfer and required yellow tagging from stec.

So, is your aspen the Evo 1000 vfr version that's about $5k? and it's legal to fly IFR as primary? and can you load it with terrain one time and it will continue to display terrain even if it is out of date?

if you have an aspen and don't update terrain or charts, but have a nav radio driving the HSI such as vor/Loc/GS, are you still legal to fly IFR or are you captive to having to pay for data updates? is it even possible to have a kx155 drive the aspen? also, if i have the brittain hsi converter box, is the aspen ap output compatible?

It could be that your oil fouling plugs at idle. Post photos of plugs and clean out any lead and check resistance. I do not go full rich unless I'm going around.. There are other who do this too, but I'm not making any suggestions on how to operate. However, full rich is known to foul plugs on some engines. Also, verify your mechanic didn't change the timing from its configuration when you bought the plane. I think you recently bought that F, right? Mine was a similar situation after first annual. Engine had been running 25 BTDC when I bought it and at first annual, the mechanic set according to the data plate, which is 20btdc if the case was overhauled after 1992 or so. some owners and mechanics "were not aware that the data plate was changed to 20" by default. 20 degrees gives you a crappy running engine and it took me a few months to figure out what had happened and that the timing was to blame. Not a single problem since going to 25, so atleast try to verify your timing. Plugs and timing are things you can pretty easily check yourself at no cost before starting to involve mechanics. Jmho

17 years. That's commitment!

One thing to consider is comparing V(a) speeds. Sometimes in the summer, when the air is rough, a higher V(a) is to be desired in my F. I was looking at Cherokee 6's, which has quite a bit higher V(a) before I bought my F. Just trade offs. But, it is something I hadn't thought of really until after my purchase. It wouldn't have changed my decision though because I couldn't get more performance return on my dollar any other way.

I saw a photo of an F on trade-a-plane or somewhere that had the stock cowl, but sort of a rectangle piece of aluminum air scoop at the bottom of the bracket air filter... Almost like the cool air scoop on the top of the cabin. Does anyone know what that is ( if they have seen it) and if there is any real world benefit for it?

Mike, I just bought a dynon D2. If you want to see how it works, get with me and we can go fly... I'm planning to fly early this week sometime, weather permitting. I'm ready for safety pilot IR anyhow. . Craig

I got the pocket CO a few years ago and like it. Had to replace the battery a few times. It calculates ppm across time and has sound, light, and vibrate alerts. I clip it to my collar. Usually picks up around 3ppm on taxi. I think I paid around $150, but I've seen the prices went down since then.

Burly power

5 degrees retarded resulted in very low.. Extremely low chts and about 100 degree higher egts for me. Check to make sure your timing is 25DBTDC on both mags and soak your injectors in hopps. Start running LOP below 70% power and you'll be happy. IMHO

EDM 830 or 900 for sure If you don't plan on getting your IR, I'm not sure anything else in the panel is all that useful, assuming your autopilot will hold a heading and/or track a VOR. iPad/stratux/fltplanGo and garmin aera 510 are great and cheap.

If the filter relocation provides half of what the ram air would, it would be worth it because 90% of my flying is below 7000 and i prefer to run at 65% so for me, ram air is not that all important if I can get slightly better without it. . Thanks for the update!

Hi David, i think you mentioned it long ago in your other thread, but couldn't easily find it. Was it just to make it easier to not deal with ram air? In your testing, is there not enough benefit for keeping the ram air? Personally, I don't open mine below about 7000, but it usually gives me about 1.5".. just wondering. thanks craig

I've understood that vacuum pumps have a rather high infant mortality rate so, I would replace at a certain time unless it is giving weak or erratic vacuum readings. Just my $0.02

found one deep in my box-O-brittain spares... haha! like finding a gold nugget!

The coolest thing about the Honda jet has to be the 20ft long pitot coming off the nose with an aoa barb

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any update? I think you've applied for STC, right? just C model now, or are E, F, & G also with the same application?

My CFI tells me that cirrus charges CFis big bucks and makes it nearly impossible for them to be certified to train pilots in them. I wonder if this leads to general lack of cirrus specific training for their pilots leading to greater risk? I know here in Knoxville where cirrus is opening their vision center, they have been advertising for a long long time for salaried flight instructors. My guess is that once they are fully up and running, they will require buyers to train there and fully block independent CFis from being able to train regardless. This might be me just reading into it, but I hope these don't turn out to be greed driven death statistics.

Thus encouraging more VFR operations without following, which will make the skies generally less safe... They will probably use the increase in incident/accident data to further regulate and shut us down.. bureaucrats should take a class on game theory