kmyfm20s

What a great airport and I'm sad to see it go! I just flew home this morning from KSMO after a great evening and a fantastic dinner last night. The house I stay in is literally 4 blocks on the approach end of the runway and I'm really surprised how unitrusive the noise is. Too bad!

With the prevailing onshore wind you would only need 1/2 the 2300' offered! Even in an M.

Sounds fun! Will do my best to be there!!

I think your probably on track with your statement. You flew underneath me going to the Watsonville fly in last year and you where clipping along pretty good and passed me. I have no idea what either of our power setting where but I imagine I was doing my standard 173 kts, 2400 rpm, 30 LOP at 12,5 gph. I do give my self a 3-5 kts penalty for air conditioning ducts though.

You wont like the climb rate of a 2 blade prop. Drag from the 3 blade prop decreases with the thin air at altitude. I find my best cruise speed and economy are in the low to mid teen altitudes compared to my J with the 2 blade prop.

Power is usually limited at lower altitude.

Im guessing to have a look from the other direction because there was only a 3 kt tail wind.

Correct!

Most of the best days to fly are IFR. Get above the clouds in GA territory and your all by yourself in blue bird sky's. If time is a luxury for you then I'm sure you could continue indefinitely with out your IFR rating. In regards to you comment about infrequent IFR flyers, part of the fun is having a safety pilot and staying proficient. Similar to your tail wheel endorsement. I use my plane to commute to one of my offices a couple times a week. Here in San Diego we have the marine layer to content with so for me the rating is essential. A couple of weeks ago I went to Las Vegas for CES one night and the flight was in solid IMC for a hour of the flight it was fun! Could I have waited for a break in weather and got in? Probably but look at the crash stats on VFR pilots entering IMC. Sounds like you could possibly pay for it through your business as well.

My normal flights to my offices are between 6500-8500', 173 ktas, WOT, 12.5 gph and at 2400 rpm. This gives 13.84nmpg. 12.5 gph seems to be a pretty much a set and forget number at all altitudes to keep you out of the red box and get around 173 ktas.

17.16 nmpg @ 163 ktas and 16.73 nmpg @ 174 ktas.

Here is my engine monitor and pictures of 50 ROP, peak and 50 LOP.

I just got my Savvy report card. My median cruise speed is 176 ktas and my median nmpg was 14.

I'm not sure what airport your based out of but Lancaster is 2300' msl and KAVX is 1600'. Measure the distance it take you to get off the ground at your home airport. KAVX is 3000' long and sure to have comparable DA. If you don't pick up any weight in Catalina you will have a very good idea of what to expect.

The first half of the runway is uphill the second half is downhill. You will be off the ground before you hit the downhill. If you keep going past the end of the runway it will be like launching off an aircraft carrier.

With fixed timing you will have higher CHT's at lower RPM and can more susceptible to detonation at high power settings. I should have added to my previous statements as long as your not in the red box.

Power is harder on an engine. In a NA engine the only way to increase power is to increase RPMin higher altitudes. I really don't think a engine cares if it's at 75% power at a high or low RPM. There is a slight bit of power that is lost to overcome friction at higher RPM and with friction there is more wear.

I think recently a U.S. commercial pilot had drink a 12 pack of beer as number 1 on his checklist.

Okay, intended funny response by me gone really bad with uneducated image selection!

Whoops! Didn't know, just googled images to have a funny response.

The new girl friend like flying more than the ex! Just gave her a sharpie:)

In this instance those dots would have kept the plane out of the trees and would allowed it to make it to the runway. Combined both sides it was about 7.5 gallons, a significant part of a reseverve on a fully loaded 2 hour flight or in this pilots case a 30 minute flight. When I take my kids on a ski trip and need max payload I want exact fuel numbers! My K-factor, MVP-50, dipstick and sight gauges all match and agree with each other. When fuel exhaustion is the number 1 preventable crash statistic those dots are important to me.

Here is an example of my wing gauge discrepancy after calibration. The biggest shocker was the stand pipes in the tanks.

Great job! I bought a book called "how to crash a plane and survive" those trees made a great energy brake, I would recommend the book to anyone. When I bought the book my now ex-wife asked if I was planning on crashing? My answer was no but I plan on surviving! She didn't like flying so she had to go! Good news is the girl friend does:) Also in my "J" and "S" I intentionally ran the tanks dry to see how the plane would behave. I still will run a tank dry to maximize fuel. Both planes I calibrated a fuel stick and with the "S" in particular the factory sight indicators and fill tube tabs where surprisingly off. I recommend this exercise for all plane owners and don't count on the factory indicators until you verify.