Crawfish

This is why Jets have both a VMO (Velocity max operating) typically some sort of structure limitation. And MMO (Max mach operating) typically not a stress limitation but aerodynamic whether it be to keep the plane subsonic, or flutter or some limitation of all of the above. not sure why we don’t post both on small GA planes but I’d venture to guess that indicates those restrictions don’t come into play until above VNE speed at max operating altitude?

The 235HP variant seems like an awesome replacement for the TSIO360LB1B 65# lighter than the TCM as well. Pick up 25HP and lose a little weight. Automatic waste gate. Burn Jet A sounds like all amazing things. Could potentially solve all the issues with the 231’s engine management. And useful load. Maybe even give an option for a second alternator! There is an option to vote for the 231 to be their next STC. https://www.deltahawk.com/survey/

Absolutely, I know it’s something I was very curious about when I was looking for our 231

Curious what is the useful load?

Beautiful plane, hopefully you’re selling to upgrade!

Awesome thank you! Been thinking it’s getting close to time, my local A&P said he’s not the biggest fan of doing them. So thinking about having somewhere else knock it out. We did the nose gear pucks about a year ago as we were replacing the truss due to damage anyway.

Curious where you got them done at?

@Q The Engineer I have the aerospace logic MP/FF gauge we removed to install our GI275 engine monitor. I believe we still have the sensors themselves. worked perfectly when removed, acts as a fuel totalizer as well. PM if you’re interested in it.

Both are types of "charge coolers" it just depends where in the system they fall. Aftercoolers are after the Compressor section whether it be turbosupercharger or mechanical Supercharger. Meaning they cool the air right before it enters the engine. Intercoolers are between one compressor unit to another. Think twin charged; where a an turbosupercharger feeds into a mechanically driven Supercharger and between the two you have the "intercooler" to cool the air from one compressor stage before the next. My grandfather was a big gearhead, Thanks to him for teaching me to get my knuckles dirty.

The Economy is definitely a huge thing for me. Truly a marvel for the price You can pick up a nice 231 for the low 100's cruise at 165KTAS on 10GPH. This allows 3 hour trips with 3 large people and bags, or 4 small people and bags. Think South Indiana to Nola, I don't know another plane that you can do that for these operating cost and initial purchase price. F33's Is another example I can think of that will do the mission at similar speeds but you're going to burn more gas and Spend an extra 100K on purchase. In my opinion they are beautiful looking planes, but so are F33's and plenty of other aircraft.

I put the gear down somewhere around 115KIAS first notch of flaps at about 95KIAS and work in the rest as I slow. Trying to put less stress on the airframe than limits.

In my 231 it makes a large difference going from 2500 to 2300 and then even more to 2100. The plane already had the thicker glass STC installed when we bought it so I can't give you a before and after. But with RPM pulled back the plane is fairly quite. I imagine you can use the adhesive backed sound deading like Soundex to help as well if you don't already have it. Before I had the money for ANR I used DC's and ear plugs underneath and that made the piston singles I was flying at the time very quite.

You could also use desiccant packs also to absorb any moisture.

@231LVYou might even have them bring it up by a full Gallon per hour. The guys at SAVVY recommend 24.7GPH as the bare minimum.

I often fly between 13-16K since I’ve had fuel flow adjusted to ~25.5GPH at full power, CHT’s don’t get about 350 on the way up. Full power all the way up, (no Merlyn so MP starts to fall off after about 13K) Cowl flaps full open, mixture full rich, 110-115IAS. At max gross gives me about 700-800Ft/min. oil temps I have yet to see get over 185 at any altitude or power setting. I’d start by checking fuel flow if you’re operating it the same way as me. If you don’t operate the same way I’d read the articles published by John Deakin I believe it was “operating the fire breathing turbo” and make your own decisions from there on how to operate! Best of luck! TSIO360 LB1B No intercooler, no Merlyn