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Craig, You are the man! Thanks again, -a-

what about ... (4) replace all the old and heavy instruments that make the panel sag with an Aspen pro PFD ? to be honest, with the type of flying I do, an Aspen PFD does not make my airplane safer or faster. However, it would make the panel look nice and lighter. I just wish I had the money to install one

Search for "Target EGT" on this forum. It is covered pretty well. Basically, use the "sea level full rich 29.92 59f EGT". Usually around 1250-1300, which is ~250 ROP. Climb while leaning to this value. At high density altitude lean to this value beofre brake release. Monitor CHT and run a little richer if over 360 in climb. Above 3-5K, you can run 50-100 degrees leaner in climb.

Scott, I saw your post after I dropped mine. Clearly, I didn't get it... Does the Cayman have an air cooled engine or air cooled is only for airplanes now? Best regards, -a-

"Maybe you should read your manuals again"...CARTER QUOTE I have Carter. I have also upgraded my engine instrumentation and educated myself on LOP operation.. Although I bought a plane made in the 60's there have been a lot of engine management improvements made possible by better engine instrumentation. Happy to hear how YOU fly. P.S. My Cayman S sounds the best at Redline, but getting there is half the fun.

Climb (best rate) 1. Power - Full throttle & 2700RPM 2. Mixture - Lean for smooth operation Cruise When cruising at 75 percent power or less, lean the mixture after cruise power is established in accordance with one of the following methods: To avoid retypying this long section I'll just paraphrase that it's Economy at 25ROP or Best Power at 100ROP. There is no restriction that you have to climb at 26 squared. There have been many articles and discussions that suggest that climbing full power keeps the engine cooler and the climb duration shorter. There is nothing that says you shouldn't lean below 3000ft. In fact the manual is quite explicit in saying that if you're below 75% power you should be leaning and it's not based on altitude.

I'm sorry but these two statements seem really ignorant to me. I don't have GAMI injectors on my IO360-A3B6 engine and I get a better gami spread on lean tests than what the GAMI injectors are advertised to provide. They promise to get it below 0.5. Mine is 0.0, or 0.1 at most. Now as for the first comment, that seems really out of place on our machines. I will grant that is what my instructor taught me for a run-down 152 with no equipment, however, our planes are far beyond just guess work. Leaving the mixture full rich (someone correct me if I'm wrong) effectively puts you at about 250-350ROP. Not only are you wasting a ton of gas for absolutely no good reason, it's also putting a lot of carbon into the engine AND reducing your effective power. Even near sea level at 75% power or below (and not even going LOP) my mixture knob comes back a good ways. This generic approach leads you to neglect case by case information. For example, 100ROP is not necessarily a good place to be. Under certain conditions your CHTs may exceed 400F at 100ROP which isn't great. I think we should seek to greater educated ourselves, learn to understand our engines and airplanes, use all available information, and put this to use rather than to rely on generic rules of thumb that are supposed to keep any beginner or dummy out of trouble. Just my four half pennies.

Sorry, Carter. I fly my O-360 ROP, but there's no need to climb your Mooney with reduced power. All it does is take longer to reach altitude. Read your Owners Manual and the Lycoming book. . . . P.S.--I can't climb above ~3000 msl at 26". So I climb to cruise at 9000/10,000 msl, full throttle, 2700, but lean it a little bit as I go up.

26 squared, 100 ROP. The Lycoming Operators manual shows full throttle and 2700 RPM with no limit, and operations up to 6 or 7" "oversquare." Also, at or below 75% power, operation at Peak EGT is recommended. They built the engine.

I got a chance to fly the Screamin' eagle with the IO550N and Hartzell Scimitar prop. I used the CloudAhoy app to measure take-off distance as well. CloudAhoy gave distance for take-off as 795'. But it started measuring when the plane was going 16 Kts. Take-off occurred at 61 kts. Since it is one data point, it is not very scientific. Pricing for IO550(G) vs the IO550(N) are very close, factory reman from Continental, installation and break-in are essentially the same. You will probably need a change in your tach for 2700 rpm max. You get 310hp in place of 280. cylinder cooling fins are slightly different, new sheet metal is included. The prop comes in three choices, standard, thin and composite. I believe the standard version is slightly heavier than the original Mccauley. Keep in mind 2700 rpm is audible and has a FF to match... If you are considering a factory reman and want the latest design in props and 30 more HP, it's a great deal... This is clearly my opinion, and requires your own research... I only got a couple of flights in the Eagle, but would do it again and collect more data as well. Unfortunately the TNIO550(G) is not available for the Ovation.... Overall you get O3 performance without G1000 pricing. Best regards, -a-

Has anyone ever seen or heard of heated seats in a certified GA aircraft? I finally have a car with heated seats and they are of course wonderful during the winter, and I'm curious if someone offers an "aircraft grade" heating element that could be added to a Mooney seat on a field approval basis.