Bob

The numbers for fuel flow and percentage of HP are on a label, just to the right of my engine monitor, on my video. In my opinion, 10 GPH is a good number to remember and use and produces 65% power.

Ah, the red knob, no I did not try it, but a great idea! This is why I have posted this topic, to get some ideas to further troubleshoot or a direction for possible cause. On my next test flight I will try to reduce fuel and see what happens. The low boost pump may be doing that since it is set a tad lower, in the area of 10 gph. The thing that has me puzzled is, if it is fuel, why does the fuel and MP immediately drop when I open the cowl flaps. I do have a Merlyn wastegate, but it was removed and the factory fixed unit was installed and adjusted to eliminate variables.

231LV- On mine, the friction lock is strong and no slop in the cable. jlunseth- That's the problem, is the FF changing and pulling the MP with it or The MP changing. A little creep is normal and expect some MP fluctuation, but my MP moves 3-4 inches in one minute. I typically have to pull power and re-setup controls about every 4-6 minutes. AKA 10-12 time per hour. Cardinal767- I understand that if I go leaner or reduce power or go ROP, the CHT's will come down. A typical flight I am in the area of CHT's at 365, TIT at 1580. Your 830 percentage of HP can only be setup to be accurate for either ROP or LOP. It can not be set to read accurate for both! Mine is set up for LOP percentage of power.

I have an issue with my manifold pressure "running away". In steady flight the manifold pressure and fuel flow raise on their own. The throttle is locked, no slop in control linkage, fixed wastegate is adjusted properly, the Sid97 fuel setup is setup &proper, no induction or exhaust leaks. Happens more frequently at 25-50 LOP. Happens more at higher power settings. When the temps raise I have 3 options to lower rapidly and bring MP and fuel flow back to where I set them: 1) Reduce power 2) Open cowl flaps to 1/2 position 3) Turn on low boost pump Anyone ever experience this on their 231? Please watch this video for an example of what I experience: IMG_0310.MOV or https://1drv.ms/v/s!AoWXUWpPMbo_wWj244CrCs_DNRKd

The 5% higher is only for engines with a fuel pressure regulator. I am not sure about the 252, but the 231 does not have one. 3) Turn the regulator adjustment screw clockwise to increase or counterclockwise to decrease metered fuel pressure and fuel flow. On turbocharged engines equipped with a fuel pressure regulator, the FULL POWER metered fuel pressure and fuel flow must be adjusted to five (5) percent higher than the maximum specified limit when regulator is disconnected. This is required to ensure adequate part-throttle fuel flow.

Yes, as Kortoplates stated, adjust fuel flow higher than 24.7 gph at full power. My regular number is 25.5-25.7. That will allow you the extra fuel to climb while keeping CHT's low. If you are in the 24.5 range or lower, your climb will be below 1000 to keep temps down. If it is set 26.2 or higher, you will struggle to get the other adjustments set and will also have a negative effect on smoothness, idle and how it starts. Some of the first steps to doing the SID97 injection setup include flushing the fuel system, checking for exhaust and induction leaks. I have a feeling that the AP may have forgotten to tighten the clamps sealing the induction tube that exits the turbo. It may have then popped off and you lost boost. If this is the case, the injection was set up with a induction leak that was caused by putting everything together after checking for induction leaks. My brain hurts! Any suggestions to reword this are appreciated. The bottom line is if that pipe came off, the injection MUST be completely setup again, since all adjustments are off!

I have one I can sell. Very solid! Looks nicer in person. PM if you are interested. Open to a reasonable offer.

Good suggestion for a non turbo, but I do not want to throttle up to 1700 before shutdown on a turbo. I tend to taxi with cowl flaps open and being aware of keeping rpm's low. As many people have said, how it was run in descend & just before shutdown has an effect on the plugs. In general the 170 hr plug pics above are a better sample to evaluate. I feel at 206 hrs it could have been leaned a bit just before shutdown, since the plugs show a richer mixture across the board. I personally look at the majority of the plugs and that becomes my base of normal plug condition, then look at the minority to see how it is different. Yes proper break in was followed, but had a major exhaust leak at #1 cylinder that may have contributed.

Yes this is a warranty issue that the rebuilder is currently addressing, but no diagnoses yet. I do appreciate everyone's thoughts on this! A lot of productive thinking was shared here.

The injectors have been cleaned and I have about 20+ tests to show a true Gami spread. #2, #3, #5 &#6 all peak at the same flow. #4 peaks very slightly late with about .1-.2 gal less fuel and #1 peaks early with about .7-.8 more fuel. Basically #1 is the only cylinder that peaks away from the group. I have not ordered the nozzle swap out yet for #1 from Gami due to the oil on the plug.

Here are the plug pics from 177 hours

Thanks everyone! I hope this answers some of the questions above. The engine has 210 hours total time. 210 TT on everything firewall forward, plugs, mags, harness, exhaust, turbo, etc. The plugs looked good and even at 31 hours and 56 hours. Then at 177 and 206 looked close as above pics show. The engine does have the neutral set Gami nozzles. The lean test shows 2-6 as all real even and #1 peaks early and richer by about .7 gal. I have a 830JPI installed. No fuel additives added. Fuel rail feeds one side of the motor. #1, 3 & 5 are all on one rail. Plugs are Tempest Fine Wire and tested good during last two annuals at 31 hrs & 177 hrs. I rotated top to bottom and moved both to next cylinder, and weak plug positions did not move.

Complete engine, including turbo, is 2 years and total time is 206 hrs. Always run under 380 CHT's

These plugs were removed from a TSIO-360LB engine. Borescope shows no issues and cylinder pressures are all even and are all about 75PSI. Please share your thoughts and also if you are an AP or IA.

I departed Knoxville Downtown after hearing the atis, "ceilings variable from zero to 600 to zero." That was a new one for me.

+1 for Airpower! Every year they make it simple! I called TJ about 7 years ago, while working in Phoenix for about 4 months. We had lunch, a chat about insurance options, flying & business. He gave me a source for a hangar, without a wait and someone to do an owner assist annual while I was transient. The went the extra mile, just to help out!

Don, I think you should start a sexy prop thread! I agree with Don's feedback. The 231's are very nose heavy, so he and I both felt a major change. No more full trim up upon landing. I have run mine now for about 2 years and think it was a wise choice over my 3 blade McCauley. Some have had issues, including myself, with "kickback" upon startup and have broken starter adapters. Mine was caused by the timing being set too advanced. If the injection and timing are set properly, you will have no issues. Basically, the prop no longer has extra weight to absorb error in proper tuning. I think a heavy aluminum three blade hides issues. Sorry no info on the J specifically!

When I purchased my K, about 8 years ago, the 480 was above the MX20. It felt wrong! I had them swapped within the first year.

At 21.8, you can not enjoy the plane that you own! Sounds like a 700 ft/min climb to me. I set it up at 25.5 If you go to 26, there is a negative effect. At less than 25, cylinder temps will raise and you will have to lower the nose. Remember that the Sid97 is only a guide!

Thanks! Old enough to have hours of yoke time, but no time in a logbook. My daughter and I have been going to OSH, every year for the last 11 years. She is now 14. It began by pulling her around OSH in the red wagon. Bell 47 ride at about 7. B17 ride at 10. This year she enjoyed the "Women's Sore You Sore" program. We got our shirts and could not get away to the hangar, so we grabbed spare parts off the shelf and used them. She insisted that we enter the photo contest. I have told her that if she ever wants to get her private certificate, I will make it happen. If she ever takes training, it should be pretty ez since she is use to the speed and also tower communications. So anyone else voting for Juliana? https://lasar.com/contest/?contest=photo-detail&photo_id=1834

My daughter and I have been Mooniacs for over 8 years now. We would appreciate your help in getting more votes than some guy with a bare ass! Thank You! https://lasar.com/contest/?contest=photo-detail&photo_id=1834

Do you have an IFR reservation? If so, easy with low ceilings or not. If no reservation, looks like no problem after 1 or 2PM. I bet it gets pretty busy tomorrow afternoon!

Yes as Andy said above. I fly over the lake, in summer, without hesitation! If I lost power, I would head to the nearest large boat and ditch. There are so many boats out this time of year and very ez to spot. What do boats have available to help? 1) People 2) Communication 3) Medical supplies. Also boaters tend to be very nice, safety/danger conscience and tend to want to help others. Oh ya, I forgot #4 they may also have bikini girls on board to help with CPR!

Please add us to the list. Enjoyed the gathering last year. Bob +1(Juliana). Thanks!

"What about Bob?"