Ragsf15e

Yikes, mine is at 18.5gph on takeoff. 16 definitely seems low.

I’m sure you could get all kinds of advice, but i’d go out and climb from sea level to 6k with all 3 knobs full forward, 115kts and cowl flaps full open. I bet temps are fine. If they aren’t, then at least you’ll have a good stable basis to analyze.

Here’s a couple thoughts from the savvy graphic… it looks like just the start, taxi and climb portion, no? So why is your egt climbing in your climb? If you don’t touch the mixture, egt will fall slowly as you climb and get richer due to less air. So to me, it looks like you’re too lean in the climb. If you are leaning in the climb, you’re leaning too much. Egt actual numbers aren’t exactly meaningful, but something in the low to mid 1200s in climb is more realistic. You are in the mid 1300s. Mine would be really hot too!

The engine is very dependent on lots of airflow. Your airspeed and your mixture is your cooling. So cowl flaps should be full open in climb and measured to make sure they are properly adjusted. Closed in cruise doesn’t mean they are flush. The mm has the spec but they should be open around an inch when “closed”. You need to climb at a higher speed than Vy. 110kts should do it. This is key, so “not sure” isn’t what you want. If you were at 100kts indicated, it would be noticeably hotter than 110kts. I use 120mph since my airplane is in mph. If you don’t like your climb cht, were you already full rich and still seeing 420cht?

Those baffles look real nice. What speed are you climbing at?

I’m guessing here for @EricJ, but the lower plugs are easier to foul as they are on the bottom of the cylinder. Fine wires are better at resisting fouling. Massives on top because they are cheaper and fouling isn’t an issue. He’s running an io-360.

One other thing (and @PT20J might be able to expound on this), the g5 and g3x have internal gps. It does depend on how the setup is completed, but if the internal gps has a valid solution and your panel gps fails, it’s supposed to accept the best gps input. So that should eliminate issues from a panel mount gps failure. It still relies on pitot input for gps system outage/denial.

There are a few big airports that still need ils. I have no idea why, but I’m at KBFI (Boeing Field, Seattle) and there’s no gps approach to 32L, only the ILS. Some places , that ils is still pretty essential.

If opening your cowl flaps is helping that much, I’d be looking for an airflow issue. Is the back metal baffle really flush against the back of 4 or is it allowing airflow? Another thought, at your power setting and OAT, 370 isn’t that hot. Was it above that in the climb because you get a lot less airflow in the climb, or were you just staying really rich to keep it cool? Id balance the injectors within 0.5 and look at airflow.

I think the clearance was void at the void time. The thing he screwed up was squawking his assigned ifr code instead of 1200. The ifr code was also void at the void time. If he took off squawking 1200 and contacted them to say he missed the time and had to depart vfr, he would have been ok.

The ahrs in the g3x and g5 uses gps as an input to keep it properly aligned. It can also use pitot input, but it theoretically degrades over time without gps. Several people tested them without gps and they worked fine. @PT20J is the expert.

Sounds reasonable. Was it maybe pretty cool out too? These numbers seem much closer to what I get in my F.

I’m comfortable with 1 gps, 1 nav/ils and 2 comm. bonus if the gps & nav are separate.

Uh, here comes the Mooney airspeed arguments… no, mine is even faster!

As @N201MKTurbo said, there are a couple more in depth things that should be checked first, but the squelch is adjustable if the radios were properly set up and grounded. Others have had issues where they needed to lower the squelch from standard on their 650, so I wonder if the shop played with it? Also, are your antennas top/bottom? If they’re on the same side, how close?

Could the machine shops make enough to make yours work? Definitely opp? Did you happen to ask Mooney just to see what they say? Good luck, we’re all counting on you!

It’s California Purple time of year!

I think @EricJ nailed it here…

P leads are really sensitive. Also check the security of your ignition leads where they attach to the plugs. Those go just barely past finger tight and if they come loose, you can definitely get some weird stuff.

Check this, i bet you’ll do better on your own, but the faa is trying… https://www.faa.gov/news/safety_briefing/2018/media/SE_Topic_18-12.pdf i tried this a while back and didn’t love the app. Your climb is definitely better than I would have expected in my F. You were light so that helped, but I would have expected 1100 fpm for the first few thousand feet, then decreasing to 500-700 fpm by 10,000.

I think you can use them pretty effectively if you’re realistic in data collection. The biggest factors affecting climb are weight and power. The aircraft is pretty sensitive to weight and since adsb doesn’t have that info, it’s all on you. For power, there are myriad things that could affect it, but the temp is going to make a significant difference, especially the temps aloft. Everything about the engine and propeller is less efficient with that high density altitude, so you’ll have to normalize that somewhat. Finally, turbulence is going to affect your climb and speed somewhat, so only count smooth data. I believe there’s an faa or aopa app for doing this. Flight performance monitor or ga performance or something like that.

I agree with you on this, but even if i was sure i was on the right freq and my initial clearance (from takeoff) was through the tfr, I’d probably query the controller before going through a tfr. However, there are different flavors of tfr, and some specifically say aircraft may be allowed through on ifr approach to certain airports (like a baseball/football game in Seattle and approach to 14r at KBFI). If I’m on the approach there, I know I meet the requirements, I wouldn’t ask.

Here’s the reference. Apparently it’s in an fdc notam. I don’t monitor it perfectly either, but I try to most of the time. https://pic.aopa.org/discuss/viewtopic/169/2151

We have an old thread on this. After reading through it, you might be right. Lots of different disagreements on the plugs. If your engine runs fine with massives, there’s probably no reason to use anything else.

Dunno. My fine wires came with the airplane 9 years ago. From what I’ve heard/read, you’re at the end of service with massive by 300 hours, but maybe not?