aaronk25

There can't be much of a db difference between the pf and stock neither has much baffle. Take off at 2600 or less rpm if you want to make less noise. Sent from my iPhone using Tapatalk

77' J I cruise at max rpm when I need to get somewhere at around 9k at peak egt, power flow which yields 162 (2740lbs) 165 Kts (2400lbs). Power flow exhaust adds a couple knots at standard temp. 3kts faster if it's freezing cold -20c. 3kts slower if it's hot hot hot. Sent from my iPhone using Tapatalk

If you go with a JPI unit engine monitor it makes sense to add the OAT. You might not be considering that though. Sent from my iPhone using Tapatalk

I think the 390 should be the same cost to maintain but check the cylinder price. You will want to understand the cost of the jugs going into it.... Sent from my iPhone using Tapatalk

Sorry to hear your bad luck. I don't have any advise other than to say the hours sound reasonable. I too has a issue with poor lycoming support. Bought a brand new cam, put 400 hours on it in 2 years and it was shot. Bad metal. They wouldn't stand behind it. It cost them a factory remain engine sale. Sent from my iPhone using Tapatalk

Oh and to answer your questions lifetime should be unlimited. Sent from my iPhone using Tapatalk

I'm guessing you have a m20 brand separator which are more touchy to get to work properly because of the smaller size when compared to the air wolf brand. However a few on this forum have got them to work good. I think the biggest issue is locating the units exhaust in a location that doesn't have a lot of negative pressure like near a cowl flap but ensuring there is enough negative pressure to evacuate the oily gasses from the engine cowl. I'd say, as a guess if your truly blowing that much oil out the breather tube for 40 hours then it improves either a ring got stuck then freed up or you were running over 6qts of oil. Try keeping it at 5.5 and see if it improves. I fill to no more than 6 at oil change and add when the mark is at or just under 5qts but I live in MN where temps are low and keeping excess oil in the sump to act as a heat sink during long hot climbs is rare. In fact up here it's normally waiting for enough oil temp to depart . So less is more. Sent from my iPhone using Tapatalk

Ron, I can't think of a scenario where smoke though the intake system could create any negative effects. The only thing that I would think that could damage the engine would be debris but that not what we're talking about here and the filter would stop that. The byproducts of combustion in the engine are way higher than intake smoke you describing. Fly my friend I see no issue. Sent from my iPhone using Tapatalk

I had the same glad Brian is out and experienced new ownership is back in! Sent from my iPhone using Tapatalk

One thing about Paul and Eric is there straight shooters. When you hire them to do a survey of an aircraft it wouldn't matter if it was there best friends plane you were interested in. They work for you and will do a great job informing you of the strengths and weaknesses of a particular plane. Paul as others mentioned has a great tank re-seal business and Eric is also a Cfi if I remember right. Great guys. There that's my shameless plug. Sent from my iPhone using Tapatalk

A mechanic set my mags in the J to 20d and the plane lost 5kts and egt went up 30 or so. Like jetdriven said, the 25d timing set up really helps the plane run LOP. My plane was a dog LOP at 20d. Rate of climb was reduced too, runway rollout etc. Sent from my iPhone using Tapatalk

Ya I'm a turbo there just isn't much gain in efficiency BUT.....if it we could complicate the heck out of it it might make sense if running DEEP LOP by advancing the timing. As you probably know the Problem with deep LOP is the mixture burns so if we could crank up the timing it might possibly yield better efficiency. Nox emissions would be off the chart and the EPA would have a fit. Sent from my iPhone using Tapatalk

AIG for 5 years (previously owned by chartis aerospace) About $1,500 this year proposed $1,700. Switch to global for $995. Same coverage $1,000,000 liability 97.5k hull. Sent from my iPhone using Tapatalk

Also had great success with spay wax. Used turtle wax but any brand should be similar non-harsh but lubricates. The lube keeps the dust and small debris from scratching. I installed new windows and have used a spray wax since day one (about 5 years and 1,000 hours ago. Also used wax all and have the mop system and that worked great too. Sent from my iPhone using Tapatalk

You will never get your money back out of the upgrade. Fix it up and overall it. Sent from my iPhone using Tapatalk

Landed a PA-28 on runway 20 with winds out of 250 at 37kts gusting 48kts...landed across the runway at about a 30 degree angle. Scrapped the right wing. Stupid. Worked out to about 37kts direct crosswind, the problem wasn't the 37kts as much as the varying wind velocity. Now with about 1,000 hours in the 201, not sure where the wall is but its a lot less than the PA-28. Probably 30kts..... Sent from my iPhone using Tapatalk

I trust Ed Kollin and I trust Jetdriven. Anyone who can talk for hours about molecular chains and anyone who flys 747's gets my vote! Sent from my iPhone using Tapatalk

Yep, with full throttle and lower MP the engine is so quiet and just purrs. If and when I move up to a turbo the main reason will to be higher rates of climb to get out of high cloud tops when at gross. Dragging along in the tops, where ice is common isn't much fun. Sent from my iPhone using Tapatalk

Engine temps at fl200 were same as 12k. MP is so low (14.2) there just isn't much heat to deal with. Had cowl flaps closed from 15k to 20k. Now this also was near the Canadian border and it was -20c at altitude so I'm sure it would be warmer at FL200 over Yuma AZ. So that might be a concern, but given IAS was so low I don't think there would be any measurable penalty to leaving the cowl flaps open in trail, if needed. Given it takes so long to get up that high it's great when ATC will approve a pilots discretion decent allowing for a 200fpm decent which converts the most amount of stored energy (altitude) back to speed on the downhill. Sent from my iPhone using Tapatalk

110kts-120kts to about 10k then 100kts to 15k 92-95kts to top of climb. Really depends on gross weight of aircraft. These numbers are for about 2600lbs. Everything has to be perfect though, mixture about 40ROP, optimal rudder (ball centered). If anything is off, even a little these numbers cut in half. I suppose every plane is different but peak power on mine is at 40 ROP, not 80rop but also have powerflow exhaust and that may have some influence too, hard to tell. Sent from my iPhone using Tapatalk

Ya 105kts IAS works out to 145kts true when corrected for temp and altitude. Burning 6.7gph almost 25mpg (statute). Sent from my iPhone using Tapatalk

Pick up a trace and knew the tops weeny much higher so climbed on top. Sent from my iPhone using Tapatalk

2 pax using nasal canualas is good for about 8 hours.using a bottle that is 2.5ft tall 6" diameter Climb rate at 12k is 350-400 15k 275 19k 150 Or look at the link it has climb rate Sent from my iPhone using Tapatalk

I run a company that prefabricated buildings and we're going to be shipping a 6 level apartment building to down town philly next summer. About 200 semis worth of product. Philly is a nice place to visit and looking forward to going back there. Sent from my iPhone using Tapatalk

http://flightaware.com/live/flight/id/N201AD-1475095201-3-0-29 On a trip back to MN from Philly had to top some Icing and climbed up to FL200. Had some push with a tail wind too. 165kt plane at 8000 and 150's up into the teens. Pretty awesome aircraft. Sent from my iPhone using Tapatalk