slowflyin

Prayers

Wilkerson makes great tires and is a fantastic, multi-generation, family business. Lots of folks land here and use our courtesy car to haul tires.

THIS

I've had the manual on two different Mooney and like it. Manual allows you to feel how much pressure your applying. The install is simpler as well.

I run similar power settings to @fritz1 and see similar results. My commute has shortened so I don't fly as high as often with typical altitudes of 9-10K. Most days at 75% I see 174-176 TAS. Last time I took a longer trip it was summer time with 196 TAS at 75% at 18K. I also have TKS. I've been told TKS cost 10 kts. I'd argue that only holds true if your not in ice. I see an increase of about 2 kts per thousand feet over 8K. I've also been told to expect 200 @ 18K @ 75% in a non-tks Bravo.

I have the KFC150 with a GI275 driving it. My installer left the King Alt. Preselect the panel and I was told the GI 275 would not drive Alt preselect.

I installed two GI-275s in my Bravo. Removed the entire vacuum system including the backup pump system in the avionics bay. All said and done, Gained 42#s in UL! And yes, G5s won't run the AP.

Wilkerson Tire is a great company run by wonderful folks. Lot's of pilots fly into our FBO for a Wilkerson tire pickup. Let me know if I can help.

Quick update- It’s out! Three days of heat cycles, penetrant, tapping, and rocking back and fourth finally did the trick. Thanks again to all that offered such great advice.

Great advice. Will do.

All, thanks again for the comments. I concur penetrants and pipe threads are a long shot at best. No joy with the 6 point crows or line wrench. Just not enough room. I’m going to give heat a try. I’m not really concerned about the fitting. I have another. More concerned about the accessory case. If corrosion is the issue there is no way to tell what will give first. Odds are it will be the fitting. Low probability the threads will be damaged in the case but if they are it won’t be a good day.

Can’t get it around the corner unfortunately. I’ll try a low profile wrench.

Thanks for all the replies. Yes, it’s a 45 with a flare on the hose end and pipe threads on the case side. Flats are still good. 3/4 end wrench has just a tiny amount of play.

All, I’m working on an AEIO320 with an AN822 -8N fitting that is seized in the accessory case. I’ve tried all the usually tricks while practicing the “do no harm” doctrine. Over the past couple of days I’ve been applying penetrating oil, tapping, heating….. No luck. Hoping someone can offer a path forward. Thanks in advance. Happy Thanksgiving!

I hadn't heard the justification. That's interesting. Do you know if the test were done during the timeframe folks were running the Bravo per the POH? 1750° TIT and associated high CHTs? That would seem logical. Running the more conservative values as recommended, I don't see my engine running particularly hot. Oil temps are never above 195° and CHTs average 365 with #6 the hottest at 385°. I assumed the 25 hour recommendation was Turbo related. Seems like running oil through a screaming hot turbo would degrade it faster. But then again, oil temps in general are reasonable. Thanks again for the info!

Thanks, I'm familiar. I practice 25 hour changes on our Turbo 182 as well. My point was even engines that haven't had an oil change in over a year with 60-70 hours on the oil returned normal labs. This includes Acidity and Solids. Crazy considering how black the oil was coming out of these high time changes.

I prefer 25 on my Bravo. That being said, I've had aircraft in the shop with 60-70 hours and a year since the previous oil change. I run labs on all of my oil changes and have never had one come back with oil out of spec. Specifically, TAN has never been high. Not advocating higher time oil changes, just offering another data point.

Did you resolve the issue? I experienced some abnormal FP readings on my last flight as well.

I'll put you up for free but I'm probably much farther than is convenient. KBKT Blackstone VA.

I was skeptical as well. My filter is horizontal. No mess and no waiting. The only place I can have a drop or two get away from me is the accessory case after I remove the filter. I need to remember to wipe off any residual or I'll get one or two drops. No buyers remorse!

Correct, the oil enters the outer side of the filter (between the can and pleats) , passes through the media and exits from the inside of the filter. Any trapped contaminants will be in the pleats on the outside. When the can is pressurized the oil is forced (filtered) through the pleats and exits from the center of the filter back into the engine. This process is the same as a running engine. Therefore, if there are any debris from the tool piecing the can it will be filtered out.

Don, I’ve had the “feeling” many times. Sometimes I ignored it and paid the price. I call it putting hope in the flight plan.

I don't get high CO unless the door is open during hot weather taxi ops but I agree, the tape and proper door seals are important.

LOP will drastically decrease the CO concentration. On a hot day I often taxi with the door ajar. The CO detector will go nuts without leaning. If I lean to roughness it will decrease back down to below 10 very quickly. I experienced the same at cruise when a shop incorrectly installed the belly panel. All that being said, if you suspect a V-band is letting go, increasing the exhaust gas temp might not be productive.

Brian Hoover. He was working out of Joe's shop at Hawk.