kmyfm20s

I know the only real difference between the IO-550 N & G are cylinder design and weight. Do you think they took off too much aluminum on the diet?

Ok I’ll give another piece of advice. I’m not sure where your based but I’m assuming it’s at a lot lower altitude than Aspen. You can actually simulate a high density altitude takeoff and climb. It’s not exact but gets you practiced. You simply limit your manifold pressure on take off. Just subtract 1” for every 1000’ of DA. You can fill up the plane with the projected load and the nice thing with the practice is you have a margin of error with the remaining manifold pressure available. It helpful to get the feel that you will experience.

My advice is go enjoy yourself! I got a rare runway assignment to land 33. The 310hp Ovation does a nice job getting off the ground but follow the advice given above. I’m a sea level guy but feel very comfort in the high DA airports since I fly into quite a bit.

When they attempt to put the gear down at the last moment is the most destructive gear up damage.

But Bill Ross only mention low oil temperature in the context that anything less than 180 degrees doesn’t boil of the water and Leeds to engine products causing corrosion. I don’t see how this pertains to the op concern about glazing of cylinders? cylinder glazing occurs from hot cylinder not cold cylinders with residual oil left oil the walls causing a varnish. Similar to seasoning a cast iron skillet.

I think mine is a little higher but yes in that area!

My is to the right of the flap switch underneath the panel. The panel facing co-pilots legs.

You have mentioned this in a few of your post so pour us a glass of your Kool-aid! I’m always up for hearing another educated point of view. Let the forum discuss it!

Accomplished pilot! https://www.thesun.co.uk/news/6079747/tammie-jo-shults-southwest-airlines-1380-emergency-landing-pilot/

https://www.cbsnews.com/news/southwest-airlines-flight-emergency-landing-today-2018-04-17-live-stream-updates/

Wow, nice work!

Darn good looking Eagle on that top photo if I say so myself:).....I didn’t notice my old J was there, N36CE, I looked on the sign up list but didn’t see it before I went up. Looks good with the new paint job! Great job on the photos!

The problem with airport dogs off leash is the distraction to the other pilot that don’t know how amazing and perfectly well trained these dogs are. When they prop strike a taxi way light or clip a wing taxing because they are watching someone’s off leash dog worrying that it may run out and getting chopped up it cost the dog owner nothing!

Look up N242KT on flight aware and you really won’t be able to stop thinking of Acclaim’s! The performance was nothing short of amazing on his flight back to AZ.

Amazing job guys! Thank you!!

I was thinking turbulence but I like the basic idea.

Did you sign up on the link provided on one one the previous pages? It’s not to late.

I don’t think the prop on your J is long enough to make significant noise reduction with rpm. If you want to hear noisy go listen to some C185 with long props take off. I think the ones with the I0-520 have a 2900 rpm redline and puts the prop tips at the sound barrier. A rpm reduction on those make a huge difference.

Fly early or fly high! The mornings are really amazing that time of year. Flight following will get you through all the MOA’s. I fly in the deserts all summer long and in the peak of the heat. I find 10K AGL is necessary to get above most thermal activity and into cool air that time of year. Are you planning on doing it all in 1 day or 2?

The classic teaching is reduce MP before RPM. To my knowledge reducing rpm alone and not MP causes the combustion event to happen earlier in the stroke before top dead center. Causing more PSI on the up stroke than the down stroke. This increases stress on the crank, connecting rods and potential for detonation. I’m not an Mx!

If I still had my J I would go for that. Can the STC be transferred? Does the fact that it’s a Canadian sellar and a U.S. buyer make a difference with the FAA as far as the parts?

Because take off is the first opportunity to find out something is wrong with the engine:) Jokes aside I agonize over this as well. I would much rather have some assurance that I make it to 1000’ Agl than have a parachute. I am a big believer in getting the engine up to operating temperatures before take off. I recently had a mag fail and it of course was at take off but I don’t consider that an engine failure. I have heard the power reduction theory also. If you listen to the APS guys reducing power by rpm and not manifold you will put more stress on the connecting rod and crank by initiating the combustion event earlier in the stroke. My speculation but I think a lot of people simple reduce rpm after they take off and leave the MP all the way in and could be an explanation.

Your mission profile dictacts a turbo maybe even a turbo prop;) and that is great! I don’t hate turbo’s at all and I have stated in many post I have turbo envy! The performance in fantastic. My personal opinion is your plane should fit the majority of your flying profile. A lot of people post on the what if’s! If someone is up for the task of flying in nasty conditions up high, great turbo is your plane! If you want the extra turbo system that is also great. My scientific observation is most people don’t use their turbo charged planes benifically by following flightaware. Today in Southern California departing at 4:30pm I was the only person in a piston aircraft above 8500’ with plenty of airplanes on frequency. I will say most of that the piston planes I hear on frequency on real cross country travel are Mooney’s!

I am sorry for your friends loss and aviation accidents are always tragic. I lost my father in a midair collision and as result I reduce as much risk as possible with proper flight planning, airplane maintenance and airmanship. I also had a friend that almost had a tragic accident but was lucky to have enough altitude to make the impossible turn and dead stick land when his turbo failed.

I am happy to to say I survived another fight over the Sierra Nevada’s tonight in my NA Eagle! I didn’t even have to hang it on the prop below Vy to get it up to 16.5’ while loaded to the max. I must say it was a pretty darn warm day in San Diego today. Next stop Paso Robles on Saturday for the west coast fly in. I’ll have to cross the Sierra’s again. Yikes!