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Great news IF the FAA doesn't seize the opportunity to further muck it up with still yet more bureaucracy they can fit into the little loopholes, like they did with the NPR for pilot and instrument certification.

isn't that hilarious? it's like they finished the plane and realized they needed something to hold brake fluid. Then some guy digs a paint thinner can out of the trash and screws it to the firewall.

I don't think there is a sudden risk of failure as long as you monitor it and don't let the engine grossly overspeed. There is a Lycoming service bulletin that describes a leakdown test using air that will help determine if the leak rate past the front bearing is too high. The governor can be removed and bench checked by a shop. A slight seasonal adjustment may be the best answer as well as monitoring it and making sure it doesn't get progressively worse..

What I meant by correlation Bob was whether others like me are seeing the same thing with the relationship between oil temp and max rpm. We have the same data in our JPIs. Maybe you picked up on something that none of us ever noticed before.

Bob -- I will graph out my rpm/oil temp as well as see how mine compares. Should be interesting to see if they correlate.

Well they cannot blame it on the pilots because they have no pockets, but Boeing does. Even if the NTSB finds no fault with the plane the lawyers will claim that the instrument panel placards were not in Korean language or that the GPWS was not alerting in Korean. An obvious oversight by Boeing worth 10 billion dollars according to the lawyers. I remember being in a lawsuit case as a consultant for a Piper Navajo that crashed into a granite mountain due to the pilot being drunk. The lawyer claimed that the Navajo should have withstanded the 200kts impact and protected the passengers. The case was settle out of court. And this is what the lawyers are looking for, an out of court settlement. José

What procedures / steps for LOP? Figure out a power setting that is LOP and then just pull the mixture straight back to that fuel flow. Some power settings that worked for my 220 hp TSIO-360-MB/SB: 29" / 2550 RPM, 11.2 GPH 10,000 ft: 168-170 KTAS 15,000 ft: 179-180 KTAS 16,000 ft: 180-183 KTAS 17,000 ft: 184-185 KTAS 30" / 2550 RPM, 11.5 GPH 17,000 ft: 188-190 KTAS 31" / 2550 RPM, 11.8 GPH FL190: 190-192 KTAS FL210: 191-195 KTAS TIT is generally 1550-1570 up in the mid-high teens to lower Flight Levels. Fuel flow to maintain all CHTs below 380dF. Cowl flaps on the infinitely adjustable 252 would be just barely open. (first notch in cruise). I always fly LOP, except for in the climb.

A Mooney is like a Brietling a arrow is like a Timex. They both tell time, but which one do you want to show your friends?