Gary0747

One of the very data driven guys over on the Vans web site ran some data on a parallel valve IO360, finding max true air speed versus degrees of advance with his EI. (Obviously not a Surefly.) He found max TAS was obtained between 28 and 33 degrees advanced. I forget which altitude but not sure if it matters relative to the max power peak location (not magnitude). So if your Surefly base timing is set at 20 degrees btc and the Surefly max advance is 13 degrees as reported it puts you slight on the back side of the max power timing curve. Backside meaning slightly offset toward the best economy point.

Yes theoretically an EI can be programmed to advance at best power or best economy. I suspect the Surefly is set to operate in between. In any case it does not even begin advancing ignition timing until mp is less than 25 inches at 2700 rpm. The absolute pressure at 7000 feet is slightly over 23 inches so it is really hard to believe it has advanced very far and that climb performance would be degraded at all. Hard to believe it would be half. Perhaps he has to adjust power due to cylinder temps and that hurts the climb rate? I have good cooling and seldom see cylinder temps much over 330 degrees so advancing timing not an issue with cooling.

Why does advancing ROP Rob power?

Aviation oxygen is sold very dry to keep supply lines from freezing. I use it a lot on long trips even at lower altitudes to keep from getting tired but I find it drys out my nasal passages. Does anybody rehydrate their oxygen? Is there a way to do this and still use pulse oxygen systems?

It seems Garmin could do something similar to Apple here by having the gps write its serial number on the data card and have that checked every time a database is downloaded and making sure only traceable means of payment are used for database updates. Maybe having a gps write to the data card is too complicated?

A couple of years ago thieves broke into an avionics shop at a Houston airport and cleaned everything out. One of the thieves spotted an IPad and stole that too. The IPad was traced when it was attempted to be used by a thief and all were caught.

High oil consumption might be a break in issue with not getting the rings set?

The keeping the hands free to fly and manipulate the instruments is the main drawback to the classic finger clip kind. Maybe clipping it to another part of the body would work? Maybe my big toe!

My main interest in a smart watch is the oxygen sat and being able to trend it as I changed altitude. After researching it and talking with some of you I have come to the conclusion that none of the smart watches really do the job of being able to replace the finger tip clip meter. Anybody have a different conclusion?

Does anybody know if there has been a change in the way AOPA Insurance is operated? It is now called Assured Partners AOPA Insurance. I used to get good service from them. This year I sent in my flying data and they sat on it for over a month until I called them. I was told sorry they were very busy and got me a quote that was a 70 percent increase in one day. No claims ever, 50 hours a year but getting older. Is going a different route for quotes a better way to go? I am sure AOPA is taking a cut.

Just curious in how low do your oil pressures go when your oil temps are high?

Just relocate the oil cooler to baffle behind #4 cylinder. It works better there too. See Laser mod.

Anybody try any of the so called smart watches out there for flying? Some are really cheap that supposedly monitor oxygen, blood pressure and heart rate etc?

The static rpm is not the take off rpm. It is the max rpm you get while stationary on the ramp. It is almost always less than 2700 rpm. As I understand it happens when the governor puts the prop on the fine pitch mechanical stops trying to get to 2700 rpm. Assuming the Mechanical stops on the prop have not been moved before and after overhaul of the engine.max static rpm should be a relative measure of the power being produced by the engine. You would have to do this at the same altitude Airport barometric pressure and temperature to have a valid comparison.

No progress Yet. I was hoping to find something simple.

What was your static max rpm before and after overhaul?

I have been concerned why the G5 install requires a gps connection. I would prefer something that would work as a stand alone AI. Is it just for a ground speed read out or is it part of the AI function? In which case if the gps fails does the AI fail or have a performance degradation? I really don’t need another ground speed read out.

I am wanting to clean up and consolidate several hand drawn bits of paper for my Avionics and Electrical systems. Is there a simple to use program or APP out there that is inexpensive and does not require a bunch of training?

My original Quarto (non A) has worked flawlessly for four years now. The early software versions were too sensitive to panel vibration. Once software version 16 was implemented I think the problem went away unless panel shock mounts were bad or non existent. The technical guy who worked for Sandia early and implemented software version 16 that has worked, went on to Aerovonics to develop the AV20 and AV30. I think the A model and the BK stuff were all developed after he left. He advised me to not upgrade to the A while he was at Aerovonics. Not sure what he knew. Aerovonics is now owned bu UAvonics.

Has anybody replaced that push on rubber hose connecting the Surefly to the Manifold Pressure with something more substantial with treaded connections? If so what kind of hose did you use?

Installed my during my annual last month. I have not gotten any higher altitude cruse data but I really like the way it runs in the sight seeing low altitude lean of peak mode. Pull the mp back to 20 inches where the advance timing kicks in and go way lean of peak to burn 6.5 gph and it is still Very smooth and yielding between 125 and 130 knots. Starting is normally not more than two blades.

I have always had a shade covered tie down when here at DVT but I was wondering if that may well be the coolest option. An enclosed metal hangar in the sun when the outside air temps are 115 degrees may well be a lot hotter that that. How much hotter I don’t really know?

I have been keeping my Mooney in a hangar in Michigan and am now on a wait list for a hangar in Phoenix at DVT. I was wondering how hot hangars get when outside temps are in the current 115 degree range like currently? And at what temperature do you start to damage things on the airplane? Electronics, plastic parts becoming brittle, fuel tanks etc.

Dave did not say which OEM had pressured Lycoming to discontinue the Lopresti NA project but I assume it was Mooney with a lot of leverage with Lycoming. Roy may have even had a “ do not compete clause” in his leaving Mooney. I would have really liked to have seen how this NA small IO540 performed at 450 pounds lighter than the Ovation and only 20 horsepower Less. I think one of the other stupid moves Mooney made back then is to destroy all the tooling for the mid body so it would be difficult to go back.

I Phoned David Lopresti and got some info. He said the project was being driven by a management person at Lycoming who was removed for some reason. Apparently another OEM objected to the project not wanting it pursued and the project died. He indicated that everybody involved thought it would be a great idea.