Phil EF

I complied about a year ago after a lengthy conversation with a Continental tech rep. At that time they had confirmed two failures in about a 40 year period. (Hence the discussion). In essence it removes the valve which can stick open and two primer lines and requires a rerouted or replaced line to the fuel distributor. Simplifies the system and removes several possible problems. As an operator you will not do anything different. A benefit is smoother starts since all six cylinders are getting equal distribution directly. A win win in my opinion.

JPI uses the hole for the original since it is now primary. They have a sensor for the secondary hole used only with the 830 but resistance values are not compatible with the factory gauge.

Know this question is a shot in the dark but.....I’m trying to find an oil temp sensor with the following characteristics that will fit a 1/8” NPT hole. Installed a JPI 900 which required the original 5/8” hole by the oil cooler on the TSIO-360 and would like to maintain the original gauge for redundancy and the alternate hole is the smaller size.

The JPI 900 &930 are primary certified as is the EI 2-1/4” combination digital-analog. Both companies will set custom limits when provided with the applicable STC.

I have a K and a 900 ready to install. The simplest method I found was remove the ADF indicator and move the CDI left into the Now empty space. Mine has an empty slot at the left end of the row of rocker switches that the primer switch will fit in. The go-around button can go almost anywhere due to small footprint. This setup allows the autopilot annunciator to remain in place and requires virtually no additional cuts in the panel.

I have one if you’re still looking. Phil

At higher power settings it is normal to regulate oil temp by operating cowl flaps in the mid/half open position. This is referenced in the POH. When I bought my GB I made the mistake of adjusting the cowl flaps to a fully closed condition. Oil temp immediately increased.

Just sent my 330 out for ES upgrade. Tech says 7-10 days and no backlog. Cheaper than uavionix and 1090 compliant.

It is in the limitations section so it is required equipment. (Sec. 2-5) Electronics International has a tit/cdt gauge for around $600. Make sure they check the probe and wiring as that is the source of the majority of these issues.

Check the TCDS.

Has anyone had experience priming with the short drains and fuel pump. (Not using bypass valve)? wondering if the standpipe is really necessary operationally?

Wow! Just read UK pilots saga. (Above link) Really happy to have my Century 41

Ditto on the diode. If the pitch of the noise increases with engine speed diodes are a high probability.

Just spoke with Continental tech rep. His understanding is there was a single failure causing a power loss. My K has had the diverter valve for 40 years and always works great. SB Applies to ALL tsio360’s from the GB on up as well as the 550’s.