81X

+1. While I haven’t had any issues with mine, it’s the best for the hot months in the south. Great product.

If you’re good with metal work and the bend isn’t really noticeable, you could (should) make a really cool ceiling fan for a large space.

My #1 and 2 cylinders run hottest on my K 231 LB model with the airflow intercooler and GAMIs. The GAMIs really helped balance the heat load a bit.

The attitude indication is for most intents and purposes, independent from the autopilot and is a function of the gyro, with failure modes typical of a vacuum-based gyro. If it’s an external vacuum issue, it’s probably worth the repair. These are typically hella expensive to overhaul so if it’s an internal gyro issue, it might be worth going solid state such as a GI-275.

It does not remove those speed or altitude induced changes, it only helps with bootstrapping and increases the critical altitude. To over simplify this, the Merlyn is an automatic relative pressure controller, not an automatic absolute pressure controller.

231 owner here with the Merlyn and Intercooler. Can you describe your process for takeoff power setting and also what the MP is doing in greater detail? It could be a leak or DOA Merlyn; but it could just be just the need to learn a new technique since the engine certainly reacts differently with a variable wastegate vs the fixed wastegate. @jlunseth uses the same technique I do for my 231. The process takes about 10-15 seconds for me as part of the power up process is brakes on and then I’m still adjusting (typically adding) power on the takeoff roll to get to 36” of MP.

Right. The flight director is calculating what you should be doing attitude-wise based on whether you’re following or intercepting a nav signal, a bugged heading, a vertical speed, a glide slope, straight and level, or any combination thereof. Without being able to provide these inputs and without something to compute what the airplane should do as a result, no flight director. To Skip’s point, Garmin’s AP brains are in the units like the G5’s and G3X’s. That autopilot control panel is just that, a control panel with no AP logic. It’s technically possible to have those working together to get you the FD with no Servos, but who knows how that would work with the STC. Really interesting use case!

The GNX375 does not have VHF nav or com capabilities and therefore can’t tune an ILS. The 375 is just providing lateral guidance for cross-check reference only. since the 375 is a WAAS GPS, it is certified for, and will give you the GS for LPV approaches. To add confusion, on my 750, if I select an ILS approach on the unit, it is using GPS to draw the magenta line and show where I am in relation to that line. I need to tune the ILS using the VHF nav and tell my 750 to output the Nav CDI information to my G5 HSI instead of GPS.

In my 231 I start thinking about it at 25 hours and make sure it’s done by 50 hours. I’ll change it closer to 25 if the calendar time is higher than normal. I run Aeroshell 15w50 all year round in SC and I’m at almost 1600SMOH with the original cylinders so it seems to work for me (and the previous two owners who did the same).

What @A64Pilot said. That’s not normal for an LB with the oil at that temperature in your photo. Likely/hopefully a gauge. I’ve been told that the oil pressure pickup is pretty much at the end of the line on these engines- partly why it reads really low at idle when hot so this doesn’t seem normal at all. This would also make a blockage induced spike less likely again hopefully pointing towards the gauge. Working with your A&P to put a known working pressure gauge on the engine as soon as possible will help you diagnose.

Great story, Seth! I remember that Oshkosh day very well as I think I taxied in about 10 minutes prior to you. I can’t believe I didn’t prop strike through that mud in my 231, maybe my saving grace was being aft loaded with gear and asking my passenger to put his seat full aft. Your story is a great reminder of life’s fragility and how we must cherish the days we have. I took a ForeFlight screenshot just as that squall line was coming in as it looked like we were going to be in for a gnarly storm!

This happens on my 231 with the factory vacuum brakes when it’s really cold out. (That’s below about 35 here in S.C.) Even worse is that they asymmetrically retract over about 30 seconds so it’s especially annoying with the yaw.

I bought a halo and a clarity aloft at OSH last year for the wife and I to be a little cooler flying summers in the southeast. She ended up still liking her 20 year old DC’s better so I alternated the CA and Halos. I really liked both a lot but ultimately liked the CA ones a little more.

GAMIs + engine monitor + the use of the red knob = the cheapest long range tanks available. Yes, another LOP comment.

I had a condition where my gear CB would pop if the gear was up and the throttle was back (normal gear warm situation). Ended up being a bad diode which appears to be the culprit with some regularity. Obviously there are numerous other failure modes. Find yourself a schematic as that was the only way my mechanic was able to trace it back.

I think you’re supposed to get no air when the vent and heat levers are both in. That’s the way it is in my K.

maximize benefit and minimize drawbacks such as blocking things. While we are on the topic, It also blocks the map light button the yoke which is arguably the most useless thing in my Mooney.

This is the problem I have as well, icy feet when it’s really cold. Some kind of vent directing at least some air up there sure would be nice! My wife will move her seat all the way back during cruise and put her feet basically in the heat vent. Happy wife! My Cherokee 180 had vents all the way up by the firewall that would almost melt your shoes.

iPad mini on the yoke of my K. Ram mount on the yoke shaft but using the medium extension arm coming from underneath the yoke. Doesn’t block anything this way, but if you have a large belly or maybe ate a large burrito for lunch and don’t have long legs, the yoke will be a part of your belly if you need to pull full aft on landing and or rollout on a soft field. IMO, anything smaller than a mini would be very difficult for things like plate viewing. Phone sizes can work well for general efb use, traffic, weather, etc. but certainly aren’t as nice as the larger form factor.

This is one of the reasons that my default landing configuration is with takeoff flaps. First, not as much trim change is needed to go around, and second, you don’t need to make a flap change induced trim change since you can keep the flaps as is until you’re well established in the go around climb. Lastly, going from full flaps to partial flaps in a go around scenario is highly distracting for me since you have to either know the timing really well or watch the flap indicator. Even worse trying this in IMC on a miss, at least for me. To answer the original post- don’t ever total up your expenses on the airplane. If you do, be certain to burn the evidence afterwards.

Never for my YD and my K doesn’t have rudder trim so it’s always “working hard” in climbs. I did have a very intermittent issue with my pitch trim and it was replaced, there was supposedly a troublesome batch of Servos out there. I’ve had No issues after the servo was replaced.

I’ve done this about a dozen times in a Cherokee 180 both before and after the reg changes. Doesn’t get old. it was especially fun doing it as a loop from FRG- depart along the south shore under JFK’s inner ring at just under 500, up over the Verrazano bridge, circle the lady, fly the Hudson, cross over the GW, U turn and call in a clearance to cross at Central Park and then back via direct LGA cab direct FRG.

Try using alternate static and see if that stops the porpoise. Pro tip- do this before engaging the AP so you don’t induce a wild ride at the onset of the pressure change when you pull the knob. What’s your G5 or other backup instrument saying with altitude- do they agree during the porpoises?

@DJE22, attached is the photo with the box being more visible.

After reading more, are they certified primary for the TC and VSI? I would agree that they can replace the “T” instruments but I could t find references for the TC and ASI. That asked, after digging in more, I think your assessment is correct on the G3X where it’s about the same price and arguably nicer but requiring a new panel to be cut.