kmyfm20s

I removed my M20 separator and found less oil consumption. I was getting a fairly healthy coat of oil on my belly before I removed it. After removal I get a lot less on the belly but get a streak of oil down my gear door after it sits which can be easily wiped off. I removed mostly because I didn't want the corrosive by products going back into the engine, less consumption was a plus.

Good thing Hank's not Chinese!

Why are my photos oriented correctly when viewed on my Ipad but incorrectly when viewed on my PC?

Flew from San Diego to Mammoth mountain today. Hard to believe the mountain is open for skiing since its was in the 90's this weekend in San Diego. Anyway didn't go up for skiing but a nice evening and hike in the mountains. I have a couple pictures departing KMYF over La Jolla shores and a video landing at KMMH. IMG_0630.MOV

Trust me I'll be affected the same amount of time by Obama's TFR's in Palm Springs while he playing golf his last few months in office. While this deplorable is driving for 2 1/2 hours instead of flying 32 minutes, I'll have plenty of time to listen to the anger AM radio about the repeal of Obamacare and reversal of all the executive orders.

Unfortunately they still have a common Pitot tube.

PM sent with Mechanics number

sorry I just saw that you had a 78 J so the antenna wont fit. This cover will fit the straight antenna J's.

I have a Bruce's cover. Used it 1 weekend essentially brand new if your interested. It's the taller version that covers the door completely down to the wing. No tail number embroidered on it either. Really great for planes that are tied down outside. I found it a little bulky and to heavy duty for trips.

I'm in!!

Exactly! I wouldn't want to be the burning man at "Burning Man"

With runways as long as KFNL I usually just leave the mixture 1/4" out and adjust it in or out on the ground roll. If its a shorter, high DA runway I will do a static run up and stay closer 25-50 ROP, since detonation is unlikely and I want all the power I can get. After I get off the ground and clear the obstacles I will richen it up to cool the cylinders if necessary. Static full power run ups at an airport like KTEX always makes me laugh. The plane rumbles around less at 2700 rpm than at sea level 1700 rpm.

I would love to go but I could only get ahold of 1 ticket. I'm sure it's fun by yourself but for the first time I wanted to have a partner in crime. Give us a pirep when you get back. Incidentally I will be flying directly over it on way to Oregon to go pheasant hunting. I want to do a low pass but a little worried of drone activity.

I like what you had to say George! No replacement for displacement!! I fly in, around and over the Rockies often. I take off in high density altitude situations and just don't have problems. NA planes with excess hp can maintain a reasonable climb rate and fly high. For the last 2000 feet I will give the slight nod to the K turbo flyers. This picture is 155 hp at 17,500 burning 10.4 gph fully loaded going Elk hunting last September non stop from San Diego to Durango Co. Weather has never prevented me from flying because the weather that has kept me grounded I wouldn't fly through even if my Mooney had the proper equipment. As for redundancy I have everything with exception of an extra alternator and engine but I do have air conditioning:) My next plane will be one of those NA turboprops with excess hp and no 2nd engine Sorry to the OP for excess and redundant information!

Wow, glad you found it!

During my flight to Aspen this past weekend I did some more high flying. I did 25 ROP a 17,500' since I didn't have that photo from when I took my pictures in the above post. I also flew at 15,500' and was surprised to see the speeds where the same but FF was less at 17,500'. 25 ROP at 17,500' 50 ROP at 15,500' Peak EGT at 15,500' 50 LOP at 15,500' My preference is flying peak EGT at high altitudes. The O3's are pretty amazing performers for having NA engines at high altitude.

Sorry I meant to say I was expecting 15 but they switched me to 33 at the last minute necessitating my steep approach.

This weekend I went to Aspen KASE and had a nice time. Flew a direct flight from KMYF to KASE over the Rockies. I was expecting to land runway 33 but they had me land 15 which took a lot of effort to loose altitude and control my speed. Speed brake out and gear down from 17,500. Having my glide range circle on Garmin pilot was a very nice feature while flying over the mountains.

They need to periodically fly their inventory to keep the parts moving. I bet they really don't care if your ready to buy now as long as your a potential in the future. Plus you have already bought one plane from them as you know they are great guys!

Welcome! I bet if you talked to Jimmy or David at AAA they would take you for a flight in a Mooney as a potential buyer.

Where the other screen? Airspeed and altitude. I don't think there is a better long range plane out there than an Ovation. It hurts just thinking of how long you could potentially sit in the seat!

TCM says 27,2 gph at sea level takeoff but I have mine set to 29.6 gph which inline with the APS recommendation. There is a time to climb thread if you do a search. I was on the heavy side and I climbed at 105 KIAS, WOT at 2700 rpm from below sea level to 12,500. I was able to keep my EGT's below 1300 and never got a cylinder above 380 the entire climb. I typically cruise climb at 140 KIAS, WOT and 2700 rpm which is Carson's speed which is way more efficient because you don't have to use as much fuel for cooling and get better power, There is a thread about Carson's speed to.

I can't help but to be a rubber necker sometimes?

The difference is you will need all 81 gallons of fuel in the Cirrus and not in the Ovation. I used to fly a C182 because it had a high useful load. I quickly learned once I got my Previous J that it was my true load hauler. I didn't need nearly as much fuel and could do the trips non stop compare Usually needing a fuel stop. My block times where significantly reduced.

My results are very similar. I did peak EGT and LOP. This was leaned to peak. this was LOP.