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The amount of elevator downforce is a function of IAS, not TAS (makes sense since IAS is the one that effects pressure). So for a given elevator setting/trim the airplane will maintain the same IAS by pitching. It doesn't even matter what the power is set at (well, it does a little because of...

Air gets thinner, less force on elevator, airplane pitches down, TAS increases, IAS stays the same. At a given elevator setting the airplane is in pitch equilibrium at a specific indicated airspeed, so the pitch will adjust to achieve that. See page 5-15 (longitudinal stability) in the PHAK...

That's with piston, accessories, packaging per Spruce, so more take than give. In any case, the rate of temperature rise is butting up against the physical energy limits of the avgas.

Clearly I'm very bored, because I went ahead and calculated the physics of this. This is all embarassingly approximate, of course. A cylinder is around 35lb, give or take. Given the specific heat of aluminum, the 150F temp rise during that one 10s window, and the energy density of gasoline...

I think it is basically impossible for that cooling to occur in a working probe, especially that second drop. As you noted the engine was at idle at high speed in the initial drop. Compare the temp drops on the other cylinders there (absolute best cooling scenario) with the drop seen later in...

Maybe they gave you a discount since they heard you’re doing the 180 conversion.

:rofl::rofl::rofl:

Did your Savvy rep have any thoughts on the 200F temp drop in 10 seconds? That’s far beyond anything I’ve seen in any engine monitor plot without a sensor issue.

Couldn't agree more. I provide my IA with full, searchable copies of all maintenance records, as well as summary spreadsheets of part/serial numbers, replacement dates, and historical stats.

New paint looks good in the maintenance hangar while you're waiting for a new wing spar.

Who's putting words in mouths? Here's a quote for you: You can request the owner leave a hundred-dollar bill between every logbook page for you if you'd like. You can request users post "All hail Bell206" on PoA before you sign off the annual. You can request whatever you want. The question...

I decided to go with the route of completely independent #2 NAVCOM. GTN650Xi + GNC255/GI106 (that I already had). GTN connects to 275s. Last thing I need in life is to be cursing out the Garmin intern in IMC when the 275s both fail at once.

Clearly those shops must be violating the FARs by not following the Bell206 method.

They're likely referring to the fact that higher airspeed decreases crab angle.

Oops! Bad example. I considered using something more clearly academic like the ashtray. :dunno:

Not quite! Of course the G limits translate to strain, but strain on the wings (which varies with g*weight) is not the only strain. For instance the strain on the engine mount varies only with Gs and not weight. So the maneuvering speed w.r.t. the engine mount does decrease as weight decreases.

I couldn't agree more. :confused2:

My main evidence is how non-physical the temperature drops look. That being said I suppose in theory the probe could have been reading out of spec from the overheating event.

In every scenario you've presented the physical logbooks are no more useful than copies. In both cases you are relying on the owner to furnish complete logs. Requiring physical access to logbooks for "any maintenance performed between scheduled or required inspections" doesn't pass the laugh...