Boilermonkey

We've replaced the gaskets on the master cylinder and caliper. Bled the brakes several times and the left side still goes soft after 2-3 flights. We have not used the parking brake at all. No signs of fluid. Any ideas where air might be getting in?

My guess, and I'm not an A&P, is that at low power the turbo is spun down and wastegate set at a specific angle. As the turbo kicks in something is not spinning up or opening to allow proper air into the engine and thus flooding or providing to rich of a mixture.

If you can increase the JPI sampling frequency and replicate on the ground you might get some better data. Maybe get Savvy involved. I agree this is a fuel or air problem. How "quickly" are you advancing the throttle when this happens? If you go slowly is it ok? If it happens only when you move the throttle quickly my mind starts thinking about something stuck or leaking, not something installed backwards. Maybe lube the waste gate. I really understand your frustration. A week after getting our Bravo back from a firewall forward reman I had the throttle become disconnected on base leading to an engine out landing. Later that day I almost had a catastrophic failure, the spinner was incorrectly installed leading to a massive bulkhead fracture. It took another 6-8 weeks after getting the plane back to finally get it right. Missed OSH. And broke my confidence in the airplane for a few months. 100 hours later it's all a memory and she's flying great.

Was the turbo overhauled? Wondering if the wastegate might be sticking causing monetary rich or lean conditions. Do you have engine monitor data?

I had a similar issue when the avionics switch failed on approach in IMC. That was in my prior M20C. I was hand flying the approach anyway, so I already had pitch and heading dialed in. I held everything constant and broke out around 800ft AGL, prior to the missed approach, and landed. I did have Foreflight with a Stratus 2 with AHARS. I had that running at the time and it was an invaluable backup in that emergency. I continue to use a Stratus 2 separate from my panel just in case I have an electric failure. I taxied off and got light gun signals!! That was an interesting day. We fixed the switch and I continued the day with three more legs and 3 more approaches going to and from Indiana to New York.

Following...have a 3D printer, but no model. I did buy a 3D printed switch in the past, but it didn't fit...looked right, but might have been to hard of a plastic to snap in.

Long bodies tend to have lower useful loads l, at least the M20M does. That being said you can trade off range for people and still get to you destination fast.

That's indeed funny. The Bravo sits right on the edge of the single engine piston performance curve. C210 and a few Bonanzas are in there too....with their own trade offs. Of course you could get a Cirrus with similar performance to a Bravo, but double the price.

Maybe lower turn over as those that have them have little options to move up. The next step would be a TBM. If you can find one, you'll love it.

Looks like they will, but when I took the cover off the old bulb has a clip with safety wire on it holding the bulb in place and some silicon glue holding the glass cover in place. Since I had neither silicon glue of thin safety wire I had to abort today. I'll try again later.

Does anyone know the bulb type that is in the WING aft position light? Figure 33-5 i nthe SM describes it, but I can't find the part number and I don't think it is the standard W1290 that is used in the other part of the wing lights and tail. -

There are many ways to avert jamming and spoofing. Just requires equipage.

Brand new probe installed. Still can't get above 1600 TIT before the EGTs peek. Running at 70% to 75% power. At least the TIT is now reading 50-75 hotter than EGTs.

Slightly on/off topic. When you run "cruise power 2300 rpm 30" 100df rich" do you get the EGTs to peak first or the TIT. What are you typical temps for TIT, EGT, CHT? We just got a reman and now have 55hrs on her and she seems to run hotter than our old engine.

Here's what we go by: https://www.lycoming.com/sites/default/files/SB480F Oil ServicingMetallic Solids Identification After Oil Servicing and Associated Corrective Action.pdf

I got my six pack of Tempest 48110-2 this month after waiting 3 months. Just in time too, the AF1B engine requires an oil change every 25hrs and since we are breaking it in we are using a filter at each change for the first 100hrs. Patience....they are trickling out.

Just make sure you have enough altitude and climb rate to make it over the mountains. If not, circle over the airport until you do.

When the fan in front stops spinning it gets interesting real quick....been there, thankfully day VFR.

There's plenty of ways to loose speed and altitude. I'd dial in an approach preferably ILS, if not RNAV. Then use the distance glide ring in foreflight to manage my energy, ignoring the glideslope until landing is assured.

I was landing KBJC this week. On a 2 mi final he said the previous aircraft reported windshear, the wind had shifted nearly 180° around, I'd be landing with a 15 knot tailwind, and cleared to land. I immediately requested to continue downwind and land into the wind. They said standby, about 1 mi final cleared me for circle of land within one mile of the airport, nothing traffic was on long final for the new runway configuration. The surprising part in my scenario was the tower was perfectly happy for me to land with a significant tailwind. I guess that's not their responsibility versus informing the pilot and letting the pilot make the decision. To their credit, they informed me and were quick to grant my request. Otherwise I was going to go around.

These kind of stories make me sick. It's not just that the work was done poorly, but they didn't stand behind their work. Mistakes can happen, but if you want to be in this business you got to stand behind it. I just gone through some of this myself. One thing I'll say about the shop we used, is that they stood behind it, and made it perfect in the end.

All probe temps withing a few degrees in the hangar before starting. Checked for leaks, none. Turbo works normally from ground upto 18K... haven't gone higher yet.

I'll check it out, thanks!

Reman engine with new JPI out of the box.

This is only 15hrs after install of the JPI on a new engine. I'm going to contact JPI.