Will.iam

Yea like my reman starter new to me 4 starts and failed could not believe it but that was in fact verified by the starter shop when they got it under warranty. Suspect the new gauge to be faulty until proven otherwise.

I can identify with you. I got my 252 and put in camguard and within 2 months had my first starter slip. I panicked as i had 9 months to go for an annual and really did not want to down it for a starter removal. I rolled the dice and only had the starter slip one other time before annual. I got my starter overhauled and still use camguard to this day. 4 years later. Just this past April i had my starter stop working. It tried to turn the prop but then subsequent start attempts were met with clicks. AP on field opened up cowling and took a rubber mallet and whacked the starter and the engine turned over. We put the cowling back on and he said you might get one or no starts good luck. It started and i got it to my AP which took the starter off and got an exchange. He installed it and after 3 starts we thoght it was good to go but on the 4 start it was the dreaded click. I initially thought it was the solenoid as i had already replaced the battery earlier this year but a volt meter verified it was in fact the starter and that A&P did a trick i didn’t know could work but if u are AOG you might want to try it and that is to hold the starter switch in the start position while they bang the hammer on the starter i guess the vibrations get the armature to catch and spin the starter off the dead spot and it worked for me. Thus again flew it back to my A&P which was not happy to have to remove and wait for them to repair their newly remaned starter which they confirmed the armature was bad and reinstalled. I am still currently apprehensive every time i goto start the plane at least until i get 100 starts or so on it. I’m currently on start number 12 and still going strong but only time will build back reliability confidence. p. S. On your oil changes if you will get one of those oil filter poke drain tubes so that you drain all the oil out of the filter before you take it off the engine it will greatly reduce the possibility of spilling the full oil filter as you try to remove it from the engine. Lowering the cowl flaps helps get the bar out of the way but draining the filter first helped the most.

Mine has been very reliable too. I had a radio altimeter that I took out and the wires to the transmitter were reused for the LHS and thus mine is located out on the right wing away from exhaust gases and prop wash.

It might also be the huge push that lead is poisoning us from ga aircraft might have been over estimated and not as big of an issue as it once was perceived as. Or bigger issues have taken priority over leaded fuel.

Wow that ad sure way underestimated the price per clamp geesh!

And haul ass in the teens instead of wheezing along to the point it’s just not worth going above 12.5 in an N/A most of the time but yea we pay for that premium.

Or if you are going dynon anyway the avidyne 540 would be a great unit as well and a drop in replacement if you have a garmin 530.

If 65% power then best power (fastest speed ) would be just rich of peak egt which would be the lowest margin from the red box. Peak would be slower and lop would be slower but cleanest running. Where LOP really shines is running power higher than 65% as historically before finding out it was balanced fuel flow, ROP was the only way to get there without shortening engine life. Now with balanced fuel flow you can enjoy the higher HP settings with a cleaner engine dictated only by how closely the injectors peak together and how much air you can squeeze through compared to fuel. If too far LOP the flame front is so slow that the exhaust valve will be opening while the mixture is still burning and thus your egt temps can exceed your tit temp limit.

When you say spin the engine, do you mean by hand or run the starter or start the engine and then shut it down after a few seconds?

Maybe invest in an oxygen concentrator? I got inogen G5 used for $1200. I start breathing on that right after takeoff and it is good til 18k on one person. If i have a second person they claim it would be good to 14k. At least that way you already lowered your nitrogen levels and have not used any of your ships O2 until the inogen can’t keep up and if you had a malfunction of main ship O2 you could get on the inogen at 18k or lower to keep your wits about you as you came down to safer altitudes if you had a passenger with you. Maybe an option for you?

Mike busch in his turbo 310 doesn’t even know how far lop he leans to. He quickly pulls the mixture to roughness then enriches until smooth and that is his deepest lop fuel flow. Then he slowly enriches until he hits ether TIT or a cylinder temp reaches 380 and that is as rich as he will go on the lop side. His point is if you get into the red box area at high power settings it will drive your cht above 400 and at the ada engine test lab in OK they would operate an engibe full power at 50 ROP the absolute worse place to run your engine but it doesn’t instantly start deteriorating in fact only once they saw the CHT go past 420 there would be detonation starting and damage. So if you keep your cht below 400 you should be safe from detonation and 380 or below will extend cylinder life. Bottom line don’t allow a cht to climb past 400 when operating at high power settings lop. And if you are below 65% power i doubt you would get above 400 cht at any mixture setting unless you had bad baffling cooling issues or was climbing to steeply and not enough cooling airflow. But if that is the case you probably are seeing that at full rich power takeoffs too.

I wonder what that AME would say about mountain climbers that spend a week at 15,000ft base camp unpressurized and then climb to 29,000ft for hours on end? It’s not the altitude that causes the bends but the rate of change that is the issue. Also if you pre-breathe oxygen at lower altitudes before you climb your body will displace more of the nitrogen that is in your body which is the gas that gives you the bends. That’s really all the dive chamber is doing is putting you under more pressure to get the nitrogen bubbles to reabsorb into your blood and then allow the nitrogen to off gas out your lungs. This is facilitated by breathing oxygen while in the pressurized chamber thus helping to displace the nitrogen levels in your body. By breathing oxygen down low before you climb is better than putting the oxygen on right before you leave 12,500ft as by then the nitrogen might already be starting to come out of the blood in your body than out your lungs depending on how quick you are climbing.

I’m surprised you got hull insurance without a checkout. I had 10k hours too but for full coverage insurance wanted 2 hours with a cfi. Luckily a neighbor of mine that is also an airline pilot had the qualifications and jumpseated out where i was waiting after my funds had cleared and the previous owner handed me the keys. And we combined the ferry flight home with the instruction so i had my 2 hours by the time we landed at our home field.

I have yet to see an ad with fltplango. They make their money on fleet management of 5 planes or more which is not ever going to be me.

Fltplango is another free efb. Yes much more clunky than foreflight and garminpilot but the only other software i know that will communicate with a gtx345 via bluetooth and display tcas traffic and get wx from ads-b.