Originally Posted by
ufgatorpilot
I read about the waste gate obviously, but the AFH didn't really mention the manual/automatic issue. Another book I have did mention it, but didn't go into any great detail. If it's manual, how do you know when to use it? And is it an on/off switch so that it's either on or off, or can you open it a little or open it a lot as required?
Follow the AFM. It is almost certainly an automatic wastegate if it doesn't address the issue.
A manual wastegate would normally be adjustable in increments. You would use it only with certain power settings, per the POH.
Originally Posted by
ufgatorpilot
I also read a bit about the fact that the turbocharged engine runs at higher temps than non-turbocharged and that a richer mixture would be required. Is that what you have noticed, and how you have dealt with the higher temperature issue?
Follow the AFM. Turbo/supercharged engines pack more power into the same volume so they run hotter. They are designed for it, but you may have to overhaul them more often. You can avoid some wear-and-tear by avoiding sudden temperature changes. That's the price of performance.
Originally Posted by
ufgatorpilot
And as you mentioned about letting it cool down at idle before stopping the engine, I read that you have to more carefully plan your descent so that you do not damage the engine from cooling stress. Any tips on that?
Plan a gradual descent starting further out. Don't arrive on the 45 thousands of feet above pattern altitude and then have to chop and drop. Use the gear/flaps during descent if needed. Basically you want to keep some power in on the way down. Don't go from cruise power to idle suddenly.
But flight safety and airspace compliance come first, don't do something unsafe just to save engine wear.