Phil EF

Just replaced mine today with a 653332 which is the original part number for the-GB engine. Got it from Ram and was in a Continental box. Same part number I pulled off and fit was perfect.

If you borescope your cylinders and find oil pooling in the bottom, it has an easy path through the intake valve and tube to the sniffle valve. Very common on the IO550C.

In the US, steel cylinders have a five year hydrostatic test requirement with no life limits. I have the same tank in my K. Is Canada more restrictive?

Ram has a range of overhauled new and repaired cylinders for the 550C. May have something for other variants.

Number five is my hottest. Gamis, intercooler and Merlyn and GB.

My 231 came out of the factory in 1980 with cg 42.68. Adding O2 moved it to 44 and with all subsequent changes never went less than 43.8 on the cg.

Happened to mine last month. (GB) Worn brush was the cause.

The 4140-00-19 pumps are rated at 6 amps.

Ditto on LPS and working the limit switches. A recurring issue on the forum and happened to my K also. Just one panel to remove. Easy to get to.

Unsafe condition on so many levels. How many other things were missed on “inspections “?

The instructions say to render the threads on the rotor unusable. Maybe a call can clarify the issue. Especially since it’s not an AD.

The original 79k had a single switch that turned on both lights. looks like the one on the right was added without a useful label.

There should be a Flight Manual Supplement and a placard for the intercooler power setting limitations and fuel flows. Most intercoolers have a MP limit of 36” for T.O. Continental has a 20 second limit for overboost.

The EI works off P leads so works with single or dual mags. No sending unit to fail. Also alerts if one mag doesn’t get grounded during mag checks. Confirmation of Bendix mag switch function.

These are great stand alones.