75_M20F

The instructions that came with with the IO360 GAMIs say to torque to 60 inch pounds and the letter should be within one flat of the bottom. My questions is that at 60 inch pounds the letter is facing up, so it needs half a turn more which will exceed 60 inch pounds.... I guess TCM is different....

Should one torque the injector less than 60 inch pounds to get the letter to face down? or go over 60 inch pounds to make another half turn to get the letter to face down? It appears mine were installed with over 60 inch pounds of torque....

I have GAMIs and if I close the throttle slightly before leaning I don't get the fuel smell. Either way it goes away shortly after I notice the smell. Directions say to not tighten the GAMIs more then 60 inch pounds, but at 60 inch pounds they are facing the wrong way. The letter is not facing down..... What are you guys doing about that? Do you use any kind of lock tight or anything on them when installing?

Mine does it too sometimes I have GAMIs as well.

So what was the word on your engine?

I happen to have one that is basically unused. It was installed as a replacement on my M20F Jan 2017, but then I did the Lopresti so it came right back off...... I see they sell for $300.00 at LASAR. I will offer mine for half that.... I can send pics of it if anyone is interested.

Thank you! I can email you a copy of the installation manual if you like? That might answer some questions. I did ask David Lopresti about adding a turbo charger on with this cowl back when I bought it from him. He told me he knew nothing about that..... There is a lot more to this thing then just a "cowling". new gear doors, baffles, air intake ducting, oil cooler relo with 201 style ducting, spinner, cowl flap mechanism, 201 exhaust pipe... on and on...... It looked like they were building an entire airplane when this STC was being put on my plane... parts all over the place! I also had to scavenge up a few 201 parts to get this thing to work on my F. In a sense its a different airplane now. Yes my CHTS were quite a bit higher before the STC, but my baffles and seals were not brand new like they are now either. As far as speed increase, yes the plane is definitely faster what the increase was over original I am not certain because I never did an official speed check prior to the STC.

Here it is before the Lopresti STC.....

You like? Okay, here are more.....

My CHT's generally stay under 350.... Although I have seen the hottest one creep over 350 sometimes. This is on a 75 F with the Lopresti STC.

I have some serviceable seat cams I bought a few years back and never installed that I will sell. I will get some pictures and report back. (next trip to hangar this weekend). I ended up buying fully articulating seats.... so no need for the replacement cams.....

Do you have a picture? Maybe I need another clamp?

1975 F exhaust pipe....

I find it hard to believe landing on a taxiway is "legal" when the crosswind is too much for the runway. Prob falls under careless and reckless... If it is that windy then you need to divert to another airport.

Saw this add on barnstormers... He is on here too..... LYCOMING IO-360-A1A 1285 REMAN • $9,950 • AVAILABLE FOR SALE • IO-360-A1A 1285 SINCE FACTORY REMAN. NO PROP STRIKE • Contact Jerry Pressley, Owner - located Canton, NC USA • Telephone: 423 231 3491 • Posted January 23, 2018 • Show all Ads posted by this Advertiser • Recommend This Ad to a Friend • Email Advertiser • Save to Watchlist • Report This Ad

Causey Aviation 2A5 is a good option also. They are near GSO.

There would be a lot of metal in the oil filter with a spalled cam / lifters. (Oil analysis might not even show it), the metal particles get caught in filter and are too large to make it through the filter to the oil pan.

My F model hot start procedure is I have the throttle at idle, elect fuel pump stays off, mixture cutoff. I engage the starter and it will turn over 2 or 3 times and fire. Don't go to full rich mixture at that point, just ease the mixture up to about 1/3 towards rich and it will usually catch and keep running. Works great on my plane anyway.... about the same the above post......

Because the insurance company makes more money that way (they are out to make a profit aren't they?). You obviously are a person of means since you have an aircraft, therefore you can certainly afford to pay more. By your logic they would be charging a rate 19 times higher than a non pilot, since that's your claimed death rate for GA pilots. If that were truly the case it would be impossible obtain life insurance. Your car logic ignores the fact that the safest driver on the road is subject to being killed by an unsafe driver. Not the case in aviation 99.9% of the time, your outcome as a pilot is dependent upon your actions only. If you are the type to push it on fuel reserves, fly at night, fly in low IMC, flirt with ice, skimp on maintenance, over load your airplane, not staying proficient (any one of those) ... sure you're safer in a car. It's those "risk" takers that result in over 70% of the GA deaths, don't operate in such in a manner and you are NOT subject to the said risk. Can you not understand that? You seem to determined to think that no matter how "professionally" one operates they can not change the "odds" of being in a crash.

http://traveltips.usatoday.com/air-travel-safer-car-travel-1581.html For the vast majority of the population "the drive to the airport is more dangerous....." is absolutely true, so it's not a big lie at all. To most people "flying" means getting dropped off at the terminal and taking Delta Airlines. I believe that's where that saying comes from, kind of being hijacked here. Fake news of sort. "The National Safety Council compiled an odds-of-dying table for 2008, which further illustrates the relative risks of flying and driving safety. It calculated the odds of dying in a motor vehicle accident to be 1 in 98 for a lifetime. For air and space transport (including air taxis and private flights), the odds were 1 in 7,178 for a lifetime, according to the table. - (Notice it included PRIVATE flights). http://www.nsc.org/NSCDocuments_Corporate/2014-Injury-Facts-Odds-Dying-43.pdf The other issue here is that other "bad" drivers kill other innocent drivers. Its rarely the case of another aircraft causing an accident involving multiple aircraft, therefore if you only fly in good weather, daytime, maintain your equipment, and stay proficient you are absolutely safer than being on the roads. Now, if you are the type to push it on fuel reserves, fly at night, fly in low IMC, flirt with ice, skimp on maintenance, not staying proficient (any one of those) ... sure you're safer in a car. Those folks that conduct themselves in a "risky" manner are the ones giving GA a "bad" safety record.

You mean for an extra $83 per year for each partner you could be 100% up to date?

I have the GTN 750, the prices I posted are all that shows up when I log into Garmin updates. So, apparently there are two different rates for the 650 / 750. The Garmin NAV DATA is cheaper then Jepp NAV DATA on my 750 for what it's worth. So I have been using Garmin enroute NAV data for a while now and I can't tell much of a difference.

Bundles Garmin offers a bundled pricing program for this device. The bundled database option allows customers to purchase annual subscriptions for multiple databases at a reduced price. Name Price (USD) Databases Included Canada (Fixed Wing) Database Bundle $599.00 Including Garmin Navigation, Obstacles, SafeTaxi, FliteCharts, and Terrain (9AS) databases. Save $589/year US (Fixed Wing) Database Bundle $599.00 Including Garmin Navigation, Obstacles, SafeTaxi, FliteCharts, and Terrain (9AS) databases. Save $735/year North America (Fixed Wing) Database Bundle $649.00 Including Garmin Navigation, Obstacles, SafeTaxi, FliteCharts, and Terrain (9AS) databases. Save $919/year North America (Heli) Database Bundle $649.00 Including Garmin Navigation (Heli), Obstacles (Heli), SafeTaxi, FliteCharts, and Terrain (2.5AS) databases. Save $919/yea

http://m.aircraftspruce.com/catalog/eppages/tanis1.php Engine preservation kit.

What does a bladder install cost these days?