Bryan

My TSIO-360-SB is a rock solid 48-51 in cruise. What bothers me is when I land and idle back on the roll-out and into the taxiway, my OP is 27-28 with low RPMs. I get that the oil is cooling down and the RPMs are very low to pump that oil but I always tend to give it a 100 or so more RPMs to get it a little closer to 30psi and to keep my JPI from "alarming" me. I do, however, bump the rpms up but keeping them at or below 1000 not to heat back up the turbo.

Thanks for posting and glad you are okay. Post back what you find.

I have done all the techniques listed above, including the form-a-funnel but after many more oil changes, this is what works for me on a 231 and now my 252. (same filter attachment) I use the tempest train attachment like @Jsavage3. I attach the hose and let the oil drain out for a long time. I then remove the tool and cover the hole punch with a small piece of tape. Then I have some doggy-poop baggies left over from a recent Pilots-N-Paws trip that are just wide enough to fit around the filter while I unscrew. They are also very tall and allows for the filter to be manipulated out of the 231/252 hoses and brackets without spill-age. These baggies are super cheap for 300. At the same time draining the filter, i also drain the oil sump into by bucket. I use a couple of paper towels to wipe the incoming drips on the oil filter adapter and the quick-drain. I have always pre-loaded my new filter with new oil and it is a balancing act getting it back in and on in the small maze of the 252. This past weekend, I made it with no drops lost.

@Alan Fox

I think you did get a fair deal, just saying as a seller it is tougher on eBay. A private party sell is always better, for the seller. As a buyer, eBay provides you all kinds of tools and assurances the seller is legit.

The problem with eBay, as a seller, is that you have to pay eBay 10%, PayPal 3%, and normally a shipping charge so your $850 purchase, the sellers only net’d $730-$750.

And I though Continental's were the only airframe lubricating engines.

Would have to agree, I am finally in the cool kid crowd. What sux, is I have a powered Lemo connector in my plane for the A20s so the batteries never were an issue. It was the clamping force for more than an hour that bothered me. At least my wife cannot try them on - as I have the custom ear molds, otherwise she would take them over.

Right! If I ever forget my iPad I know I have the plate on the 750. I only wish I did not have to own a Garmin Pilot subscription, too, to use the database concierge on the FS510, but it does make db updates effortless.

I do the $599 set for my GTN 750 w/FS 510.

I have TSIO-360-SB engine with dual alternators. During my trip to Oshkosh, I discovered my belt-driven alternator had failed. After taking a look under the cowl, hoping for a broken belt, it appears that a bracket has broken. Attached is a picture of the broken part. Upon further searching the TCM online Illustrated Parts Catalog, it appears that the part broken is either: TCM 649285 : Bracket - Alternator, Rear or... TCM 653374 : Bracket- Alternator, Front I cannot tell from the picture which is which because the the IPC exploded parts view with item numbers do not match the Item# in the legend. (parts drawing view). The part I am needing is Item #52 in the drawing. It is either one of the two parts listed above - unsure which is the Front vs. Rear. In either case, I searched these part numbers online and they are $2800 and $1800+ respectfully. Really!!!, a bracket made of metal on a TCM engine cost 2-3 AMU? Any idea where I can source the part elsewhere? I am even thinking of an owner produced part. A local shop has a waterjet machine.

Thanks @kortopates. I will give them a shout. I got my Tempest Fine Wire plugs installed yesterday and during preflight found the bracket broke. As soon as I get this fixed, I will do another Savvy test flight.

Longview (KGGG) is a Delta with a TRSA, or Class D "with Radar". I am pretty sure Mode C is not required. It is controlled airspace but until 2020 (ADS-B) it is not (yet) required. Mode A is required for a TRSA but not Mode C. I would not think going from a C to an F should require 10 hrs. My Cessna time to an F required 10hrs and I had no RG or Complex time when that requirement came up. I then went from an F to a K/231 and insurance did not require anything more, however, FAA regs stipulated I needed a "High Performance" endorsement. I still went with a Mooney CFI to learn the turbo difference. I don't understand the 10 from a C to and F unless, like someone said, there is more - maybe recent time.

My bracket has the same break and since you said it was a Mooney part available I called LASAR. Their part lookup showed it as part number 630-122-501. They said the bracket was $600+. I will be exploring other options. Any word on the metallurgy? It does not appear magnetic. Maybe stainless?

I assume engine data is downloadable like from JPI? I like to graph my engine data on savvyanalysis.com.

I recently did an AngelFlight and used Gill at KDWH - amazing service!

I use to do mine every 35 hours or 4 months but learning more about turbo aircraft, I now do it at 25 hours. (TSIO-360-SB) I am flying enough to change it almost every month (or two) so I stopped using the CamGuard.

I bought one of these thinking I *might* could help in the Mooney but really got it for camping. Mine was supposed to ship in late June or first of July. Being that today is the first of July, I am guessing it will ship in July. Anything has got to help. Interested in your testing and duct work.

With more modern coms, I too, don’t worry about what’s next. When I hear my call sign com across, my instinct is to touch the standby frequency button the the GTN and be ready to enter. “November five foxtrot mike” (get to entry screen).... enter the numbers as they read. In the GTN series you can enter only “215” for a 121.5, the first one is assumed, and depending on the digits thereafter it auto selects the last. Then I use the screen to read back and confirm before xfer to switch. I realize not everyone has this or when I fly in older com airplanes, I keep a pen/paper handy and effectively do the same thing. Ready to write when I hear my call sign. Foreflight does seem to help with the “postage stamps” as well as the “nearest” ARTCC function on the Garmin coms but in flight I don’t use them unless I get a missed handoff (happened before).

Cannot believe they missed that routine catch, that would have ended the game. The Beavers have been plagued by those type of errors the last two games, but it bit us at the wrong moment. Hate it that we lost but will be fun to see them in-person. I have to stop at Hot Springs (KHOT) to pickup a buddy and they off to KOMA. Plan on using TacAir - thanks for the suggestions. There are a ton of NOTAMS just for today during our planned arrival, two runway closures, taxiways, aprons, and an unmanned balloon airspace NOTAM.

It sux, (hot), but I got my IR this time last year with my check-ride rescheduled to do major thunderstorm activity around the first of July here locally - AR. Bumpy, hot, but good practice hand flying all the practice approaches.

My home state team has made it to the Finals in the College World Series (#CWS) for the second time, ever - lost in 1979. Since we don't have any professional sports in Arkansas, the NCAA is big here. I am also an alum from the UofA in Fayetteville and played baseball up thru High School. The AR Razorbacks are leading the (best of 3 game) series with a win last night. They play tonight/Wednesday, too, but a work obligation has me stuck here today. If they play a third game tomorrow, Thursday, I bought tickets with plans to fly into KOMA for the final game. Anyone have good/bad experiences with airports or FBOs in the area? Based on fuel prices, it seems TacAir at OMA is the best but looking for PIREPs just in case.

The G5/HSI when adding the GAD29b will send the Nav/Hdg/GPSS signals to the KFC/KAP systems as directional source but as stated above the King Autopilots will not work (at all) without an AI source. Today that is the original KI256, an Aspen with an EA1000 adapter, a G500 with adapter, or the “upcoming” slide-in replacement KI300. The G5/AI, today, cannot send the signals for the King systems AI requirement.

I am in the same boat but with a KFC 150. The only thing on my plane using the vacuum is my AI. Check your speed takes if installed, I have electric speed brakes - some early ones are vacuum. If I could rip out the vacuum (and standby), I could save some UL. I am not sold on the Aspen as it seems to be the oldest of the “glass”, the KI300 seems like the easiest option when/if it ever comes out but then no glass option yet for the HSI except maybe the G5. A G5 as my HSI would give me a backup AI. I think if money was no object, I’d go with the G500Txi with the EIS built in, today. I am not ready to throw away my great flying KFC 150 for the GFC setup. Maybe the GFC 600 in the future, but not the 500 today.