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jrwilson

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Everything posted by jrwilson

  1. “Illustrated parts catalogue”. I had to look it up…maybe I was having a stupid day though :)
  2. I was thinking $1000 plus shipping, though I really don’t want to ship it.
  3. Any interest in a used, functional prop for a 231? I was going to get it overhauled due to age, but went with new. It’s in good condition, could use some paint on the back of the blades. Blades in good shape, no leaking. It has deice boots About 1000 hours on it.
  4. Do you have an intercooler? If so, you should dial that take-off MP down a bit. If no intercooler, disregard.
  5. I have the single alternator 12 V system on my 231. Does fine with an electrical load w LED lights. Only issue is on the ground or on short final when power is pulled way back.
  6. I just bought a new prop for a 231 from tiffin aire in Ohio. Way less than McCauley retail and less than any other place. Plus they were fast. Shipping was even reasonable. I was getting prices for overhaul and prices were all over the place, but pretty high. A new prop was within $1500 of the expected overhaul price.
  7. Anybody have an idea what I could get to replace just the strobe light with an LED? thanks!
  8. I think the critical altitude is 24,000 with the Merlyn. I'm not sure if that is with the combination of Merlyn and Intercooler, which is what I have. But the Merlyn install claims it gives critical altitude all the way to 24,000. I've confirmed it will do it.
  9. Many. Always gets reduced, but the DA does pursue it.
  10. If able, check foreflight/Garmin Pilot traffic display and see if there is a law enforcement aircraft nearby and give them a call on the radio. They often do have protective eyewear and can go track the laser source.
  11. I get hit a lot since I do a lot of circling over cities at night for work. I have a camera on the plane, so I can give a pretty good location for law enforcement to go. In California it is a felony and law enforcement takes it pretty seriously. When I get hit and I'm out of my normal area, I check foreflight and find the nearest law enforcement helicopter and send them over to coordinate a ground response. Works pretty well.
  12. Not positive, but doesn't the GB not have the adjustment screw? Don't you have to add washers to the spring to increase pressure?
  13. I had three broken Cotter pins, same type of engine, after overhaul. Found in screen. Mechanic said they were improperly installed “not peened” and it was hard to tell but he thought they might have been slightly too small also. Engine shop covered most of the repair, except my California mechanic was more expensive than the overhaul shop covered so I was out a few thousand…
  14. Oil had about 16 hours on it at that point. Smells fine. I appreciate the post bumps
  15. Cht was 330 ish with no change during the issue. Oil wasn’t milky on the dipstick either. Looked clean. I was rop by a little less than 100. not running hard. 2450/26”
  16. Hoping for some ideas on a cause. m20k 231 w intercooler and Merlyn. using 100w plus oil On the way back from Washington, about 2 hours in at 12,000’ the oil temp started to creep up while the pressure dropped. Topped out at about 190 degrees on jpi and pressure dropped to 31, top of yellow arc. OAT was 8 to 10 deg F. Had gone through some clouds for a bit prior to incident. Didn’t pick up any ice on wing. Diverted to Medford. during descent, about 10,000 feet and 20 deg F OAT pressure came back up and temps dropped back down. CHTs we’re fine/TIT was fine. Engine ran well. On the ground there were no oil leaks on the plane and nothing dripping from turbo. No apparent oil loss on dipstick. Oil out the breather felt like water. On the ground looked like water drops below breather. Called mechanic he thought a temp probe froze causing possible vernatherm issue. tried again, climbed to 12,000’, ran great, pressure 49 and temp 160 during climb. Cylinders and TIT fine. Went through a couple of clouds (no ice on wings) OAT was about 12 F. Same thing started happening, temp going up and pressure down, still maybe 190 and top of yellow arc before I started doing something. Descended through 9,000’ and 20f OAT and it remedied again. Stayed low at 6,000 and finished flight. Temps at 160 and oil pressure at 49-50 psi. Cowl flaps closed. landed and still no leaks and no oil consumption. Watery oil dripping from breather. did the flight up to Washington two days earlier w no issues. Flew higher at 16,000 to 21,000’ and OATs at 0 deg f. It was cloudy but I dodged those because they were very convective and didn’t get into clouds until descent and below 10,000’ another possible factor was the day before I flew a very short hop from one island to the other for gas. So not good for moisture in oil. Also it rained the night before. any ideas would be appreciated! Thanks.
  17. So looks like flush is the factory setting for closed position according to the service manual. With an allowable .25” gap for warm weather
  18. Power settings sound good. I do slightly higher for fuel burn, at 12.7 and don't go over 350 in cruise for CHT with about the same TIT.
  19. BTW, that's a fun, aggressive N#
  20. Mine are flush when closed and it is a fairly easy adjustment. How are your temps when they're closed? Do you think you need them open a little? Is it helpful? With your model, you only have three cowl flap settings, "Closed", "Trail" which is about half open and full open. If my cowl flaps are fully closed, depending on OAT, my CHT's and oil temp will gradually creep up so I have to open them to Trail. So maybe a little droop is a good thing, depending on your temps.
  21. I like hangtown aviation in Placerville
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