DS1980

Think more along the lines of 60-65% power and you got all bases covered. You're right 98% of the time when at 75%, but as from my previous posts, I'm not a fan of the 2%. (except milk, 2% is great)

I think you're making it too complicated. Set mixture in the pattern for go around. This mixture setting will be ROP and based on your altitude to stay out of the red fin. Deposits will not be a concern. Remember, what has to happen with the mixture for a go around if not already configured? The mixture must be advanced. You will remember to do this 98% of the time. It's the 2% that will get you into trouble and bend your airplane. One of the best things I learned about the GUMP check is to say the words "go around" during the check. So my check sounds like this: "Gas on correct tank and pump on, Undercarriage down, Mixture and Prop set for go around." By saying the words "go around," it activates that part of the brain and keeps it there as a real option, instead of just using it as a last resort. This differs in the advise that Mr. Busch gives because he is a better mechanic and pilot than I am. If you never forget to advance the mixture, no problem Of course, do what you are comfortable with. I will be the first to admit there are many ways to correctly fly an airplane. Do what keeps you safe and in your comfort zone.

1.316 x Vg Great article by Mike Busch in October 2012 edition of EAA Sport Aviation about flying efficiently, although John Deakin disagrees with his RPM conclusion. Once electronic ignition becomes standard, Mr. Busch will be correct.

So....a dream about an attractive scantily dressed woman with a chainsaw?

Able to give a source? This is a good idea.

How are the snaps installed? Screwed, riveted, glued?

From what I understand from other threads, you'll climb quicker with a 3 blade but cruise faster with a 2 blade. General statement from someone who has no experience with a 3 bladed Mooney, so you know I'm legit! What's the reason for Lycoming wanting to sell the 390? Larger profit margin?

Can you explain why you're not comfortable with it? Seems you may be running too lean. Not too lean to burn, but leaner than best economy, which defeats half the purpose of LOP. This is the way I have come to look at LOP: you are asking your engine to do less. You're asking it to burn less fuel, to put out less power, and to plain do less work. In a sense, you are asking it to jog. Now while I don't understand people that jog for fun, as I have tried it, I do understand this.

This is true, but a statistical anomaly. I was going to edit my original post to include this, but I'll do it now. The only way to have unacceptable ICPs with acceptable CHTs is with artificial cooling/heating, in this example, a cool day. It is also possible to have unacceptable CHTs with acceptable ICPs, such as having incorrectly rigged cowl flaps causing the engine to become heat soaked. Under normal engine operation, acceptable CHTs is an indication of acceptable ICPs. I don't quite understand where the % HP statement comes from, as it's a blanket statement for the avocation of LOP rather than about ICPs. Yes, it's correct, at 83% HP I would not run at Peak as it would cause high CHTs. And 50 LOP is lean enough to be running pretty much at any % HP. I missed the correlation, but it doesn't mean it's not there. Oh, and I take off with flaps. That discussion is to page 9 now!!

So I take it the silicon episode has been taken care of? I can't find the other thread about it.

There should be service limitations for your tires. You might want to look it up on the manufacturer's website or give a buddy who knows about these things a call. My guess is that once the cords show, they're done. I'm not sure how pleased your insurance company would be if you end up in the bushes with a non serviceable blown tire.

Because we don't have ICP gauges in the cockpit, we need to use another measure to determine these values. CHT is directly proportional to ICP. If the CHTs are under control, that means that the cylinders are producing acceptable ICPs as well. When it comes to ICP, CHT is the only issue.

The storm window is only for use for pilots who take off with flaps. It should be placarded as such.

It's like a car wreck...gotta watch!

Good grief. Page 8!!!

Please....everyone...the humanity.....just stop.

What's an iPad?

What kind of stuff do you read in your spare time?

Washed enough airplanes for a lifetime. Was a crew chief in the AF. You'd be surprised how many nooks and crannies an F-22 has.

Before anyone responds, thank you for your service.

From Harbor Freight or Aircraft Spruce? I think the one from Harbor Freight is a little cheaper but doesn't have the automatic "Flaps or no flaps for TO" mode like the one from Spruce. But I think it is programmable. Oh and it can be used with the Switchbox. Bam!

The one that fuels the airplanes. I worked as one for a while before joining the Air Force and would gladly do something like this. I guess N/A if no FBO at the airport.

Why can't I load an Excel file?

Wow, this is still going? So when you beat a dead horse, is it easier to swing from above the head or use a side swing?

Just a question about these remote heaters: Why don't pilots just pay the linesman at the FBO $5 to go plug in the heater? Seems like a lot less hassle. Unless you don't trust somebody alone with your airplane, and I understand that.