kmyfm20s

It doesn't look like it would be any less of a headwind down lower for his trip today.

I don't think he has an autopilot, does he?

Spark, gas and air. It sounds like you have eliminated gas and air!

That's good to hear! I was just attaching a link to a EAA webinar when your update came in. its about engine monitors and diagnosis using LOP in flight mag test. He goes through a senerio just like yours. For any future searches here it is. http://www.eaavideo.org/video.aspx?v=1778564324001

I looked at my injectors and they are in all different directions. So if I understand you correctly, if I have my top cowell off I should be able to read the letter on my injector and the letter should be facing the centerline of the engine?

I found that requesting an IFR to VFR on top get me past those senerios. You do not have to pre-file and they can be requested directly from clearance delivery or ground. When canceling IFR they usually assume you want flight following but I always request it. In busy areas it gets you in the system on the ground before your in the air but sometime you will be waiting awhile for release on the run up area.

Can you feel a noticeable change to the material?

I have an 82J with a useful load of 930 Lbs. I have been looking at ways to put it on a diet to get it up to 1000 Lbs. For starters I have a MX20 and a WSI unit that is virtually obsolete as a result of the various portable units and can be removed. I also know there are starters and alternators that save weight and I would have to think that the STO'd engine monitors that replace the primary guages would to. I wanted to hear if any of you have experienced any measurable amount of weight savings with any changes or alterations to your aircraft.

I usually get "Turbo Envy" on my long distance mountain trips. I think this thread has taken care of that:)

Fine wires here and very happy with them!

I think those Class B taxi ways make a lot more sence when your cockpit is 4 stories in the air.

My JPI unit has the spark plug gasket probe. I changed my spark plugs from massives to fine wires and used all new gaskets as recommended except for the gasket probe. I am curious if there is anything special to do with the probe gasket? I also would like to know how should fine wire plugs be cleaned? I have read that the blasters are not good for thefine wire plugs.

If it's not finacial that you have to get ride of it and you want to buy some time you can make or buy an engine desicator to prevent internal corrosion. It's no fun selling than having to turn around a have to buy again. I hate the desquawk process of a new plane.

I agree!

If it F's, F's or F's your better off renting. LOL, hit 2 of the F's and still own.

Test Pilot!

For our aircraft I would agree in others there is a legitamate argument for some tails would fall off. There is an interesting thread on the V-tails on Beechtalk and they seem to be very thoughtful of design limits. Im not a V-tail hater either I just have 2 strikes against me for that plane, I'm a Doc and I'm to tall to sit on top of that wing spar.

When the LPV doesn't activate and should just hit the procedure button and activate "vector to final" and it will engage the LPV mode. What your talking about happen all the time at my home field all the time. I believe it has to do with the initial approach leg transition to the final approach coarse and the plane not tracking with in a 2 degree limits, at least something along those lines. It happens usually when I'm using the autopilot.

What ever happening, it's even now.

It's like an Indy pit stop for me:) This mule likes to go to the barn when his work day is done!

Are non mechanics allowed to mess with the injectors, clean, rotate ect?

Ground transportation is the biggest variable in my opinion for those close flights. I have found for me that it that its 1:30 block time for me. I have 4 offices that I fly to and all are close to small airports. I either have cars or rides in place at each of them. All 4 locations are between 70 and 79 nm. 2 of the locations you could argue would be a break even the other are a definite 30 to 45 minute saving. The problem with the first 2 location is that there is huge variables in traffic and crazy drivers with accidents on the road. I routinely still save at least 15 minutes, it is a very stressful drive. The second 2 location are actually nice drives but long and I drive excessively fast because of the length and I don't have any traffic. Never the less flying has been less stressful, more consistent block time and a lot of fun at the end of the day. One of my more enjoyable business expenses:)

Just to get this retard straight is 20 or 25 degrees more retarded:) How much of a temp spread between the left and right mag would indicate a timing issue?

I'm not a mechanic but I would suspect timing is slightly off and EGT's should be a closer spread across the board. I would also look at the individual spread of #4 to see if it greater. You may just need to clean the spark plugs, rotate then, or both.

Fill tank 1/2 way add favorite mixers, hit light turbulence to lighlty shake and enjoy.