hubcap

I met Anthony at the Mooney Summit last year. Glad to know he is well.

According to the Continental Operators Manual for the TSIO-360-LB engine, the Maximum recommended RPM in cruise is 2450

How long is the shop telling you that it will take to do your upgrade?

I do not understand why you lean in the climb with a turbocharged engine. You are making sea level manifold pressure all the way to the flight levels. Leaning a turbo during the climb goes against my training and understanding of the turbo.

Myrtle’s TSIO-360-LB has about 900 hrs on it and it burns a quart about every 11-12 hours. I do add the recommended amount of Camguard with every quart of oil, but I can’t say it’s beneficial or not, having nothing to compare it with.

Yes, 12 volt. After load shedding, yes, that’s the plan. The G5 has its own battery.

I looked at the invoice. It’s the TCW and I was mistaken, it was 1 AMU installed.

It sounds like you are committed to the JPI. I had the JPI 900 prior to my upgrade and had no complaints, it’s a great product in my opinion. I chose to go with the Garmin EIS due to limited real estate on the panel, and have no regrets. One thing you may want to consider is an IBB (integrated battery backup). We added one during Myrtle’s upgrade. About 2AMU and you have an hour and half or so on the G3x and radio in the event of alternator failure.

Congratulations and welcome back!

My personal practice is to keep the CHT under 380 degrees at all times. If mine are at or above 380 degrees I am doing something to bring them down. With proper use of cowl flaps, mixture and manifold pressure, it is not a problem to keep them below 380 degrees even in the summer. You may sacrifice a little speed, but I try to take the best care of my engine that I can. I keep my TIT around 1550 degrees in cruise. I almost always fly lean of peak in cruise. The resident expert on the 231 is @jlunseth so maybe he will show up and give his .02.

Myrtle has the Continental TSIO-360-LB. I just checked my POH and it clearly states that if there is fluctuating fuel flow during high ambient temperature operations, you are to turn on Low Boost and monitor fuel flow. I did not know that. Thank you.

I did not realize there was an upgrade path for the 231 to the TSIO-360-MB1B engine

Who besides me wants to know about the unscrupulous airport manager who makes people park on the ramp while hangars sit empty? Is he saving it for a buddy?

I only have about 50 hours on my G3x’s. I have (2) 10” G3x’s. The way I currently utilize the displays depends on which phase of flight I am in at the time. During ground operations I have the pilot display showing the PFD on the left side and the engine instrumentation for on the right. On the right hand display I have the safe taxi information. When flying cross country I have the PFD and map on the MFD with the weather map on the right hand display. When in the airport area I keep the big traffic map on the right hand display. There are probably more efficient methods, but this is where I am at presently. I am trying to get away from using an IPad in the cockpit. Presently I am only using it for approach plates. I can display the approach plates on the G3x but it is easier for me to read on the IPad.

The picture isn’t showing for me.

I wonder how long will it take to get approval for something like that?

Any update on the availability of new clamps?

No, mine is the Rush 24. It is an incredibly well made piece of gear and has held up quite well. I have used it exclusively for at least 20 years. It was my only piece of luggage on 2 trips to Europe in 2003 and every trip since then.

For the last 20 years or so I have traveled exclusively with just a 511 backpack. No wheels, but it works great. I can put my clothes, laptop, etc in it and just go. It has held up well.

I would check with Frank Crawford down at the Mooney Plant.

In a perfect world I would agree with you. However, we don’t live in a perfect world which is why we protect ourselves with insurance. OP admits he was under insured but doesn’t want to accept responsibility. If you are going to be underinsured you need to be prepared for the ramifications….especially when dealing with airplanes.

I mean absolutely no disrespect, and I sympathize with you, but you weren’t robbed, you were underinsured.

I replaced my 2-blade Hartzell with a 3-blade Hartzell because I wanted the improved climb performance, but I can’t tell that I have lost much if any speed in cruise.

My understanding of the danger of the “red box” has more to do with turbocharged engines at high power settings like Skip mentioned, and the parameters for the red box require higher than 400 degree CHT’s for the internal cylinder pressure to be at its highest.

I actually saw something about this recently. I don’t recall the details, but someone had an issue where the oil was being kept from returning to the reservoir where the dipstick measured. It was hit or miss, but if you search the forum you should find it. It wasn’t using the oil. The oil was still in the engine but the dipstick wasn’t reading it.