Brian Scranton

Also, after the baffle fix, #3 is now my hottest (2 and 3 are very close). So, you were right!!!

Flew this morning--DA at 7500ft on takeoff. I was basically climbing between 8000-15,000 based on DA. Anyway, 120mph was essentially level flight and only getting me 200fpm, while 105mph was giving me a solid 500fpm. I was at 27MAP and 2600 rpm.

2600 is all she does! I don't get redline on my tach--I'll have my A&P look at that. And maybe that's my problem Mike--I climb at 100-110 and it's 400fpm...I'll nose over tomorrow and see what 120 gets me.

At 2700lbs, DA of 10,000, 90F...23'' and 2600rpm, I was seeing 200-300 fpm at 110mph IAS. High, heavy and HOT. I was not really that surprised. The baffle check is now part of my preflight! I guess I never realized how much it matters. And #3 is always 5-10 degrees cooler that #2--strange but true! #2 is 80 hours new...maybe that makes a difference.

I was surprised that no one responded to my original post--but I blame some air show that's going on. I even said that my #2 is always the hottest..heh heh...and no one took the bait. So, the real hero on this one isn't MS but my trusty, old, cynical, gun-toting, helluvanamerica, and fine fellow...A&P.

So I've had high CHT readings (400 was easy to reach at 24/25 in the climb with laaaame climb rates) all summer on #2. It has baffled me. Turns out...the baffling. Had a few baffle flaps folded in the wrong direction from playing with the cowling a bunch! And, cleaned and gapped all the plugs...holy crap what a difference!!!! I can use my turbo now!

Mooniacs, Flying my M20F with an IO360a1a, turbo normalized (ray jay)...went for a little scenic cruise yesterday and here's what happened: 1) Oil was just above 6qts, so I figured I'd add another qt before the next flight 2) Leaned for taxi, rolled to the threshold, and did my run up. First click on the mags and the engine loses 200 rpm, runs rough. Ok on the other mag. Ok on both. So I rev up to 2200 rpm, lean for best power, hang for 30 seconds and check the mag again. Still rough. I repeat the leaning/fouling rectification procedure and this time it works, everything is fine and dandy. However, I notice cyl #2 has crept up to 405. I pull the power back, but since its hot as hell 90degrees, high DA 8500ft, and not a lot of cooling, I don't see much of a drop. I think to myself, let's roll and see what happens. 3) So I line up and go WOT and #2 goes up to 420. I abort. Head the FBO. Drink an iced tea. Add a qt of oil. Wait 20 mins. 4) I try again. No fouled mag check. Temps all stay low (350-370). I go WOT no turbo (24inches, 2600 rpm, but the rpm takes 5 seconds to spool, kinda hangs at 2400 for a bit then get to 2600 on the roll), I hit 410 on climb out on #2 but that comes down quickly after I nose over and speed up to 115 for cruise climb (full rich, no turbo, 24/25). At 8000 feet, I add the turbo just to see how it affects the temps, all good. I lean. All good. So, what happened? EGTs were all fine around 1290-1360. Could I have stressed the cylinder that much during the plug foul operation to make that one cylinder that hot? If #2 had the fouled plug, I would expect the CHT to be lower...#1 340, #2 420, #3 380, #4 340... I don't have the GEM computer to download any data so you'll just have to go with the above. Mind you, my #2 is always the hottest by about 20 degrees compared with #3 and by 30-40 degrees compared to #1 and #4. Interesting that 1 and 2 are both in front, and that 1 has more baffle around it and it looks like #2 is intentionally missing a few inches baffling (#1's go straight across the entire length of the cylinder and #2 has a 3 inch gap between baffle pieces). Also, #2 is about 70 hours new, I so I get that the higher temps could be a break in thing. About 20 hours ago I replaced the mineral oil with 100Wplus. Thanks for your thoughts! B

Nothing like spending the night in Telluride! Fly into KTEX!!!!!!!!!

If she's for sure a girl, then how about Ricki Riccardo's lady, Lucy? No one has ever made a Dick more happy. Or, you could go with Tracy, as in Dick Tracy. There is prior art to apply the name Ricki or Ricci (which is a very cool girl's name, IMO), which still allows for great dick jokes when the mood calls.

Ok now I have something to work with. Based on the dick theme, you can name her: NIXON RICARDO HOLMES SHAFT ENIS Based on the 1CK: LOUIS (CK) LOUISA CALVIN (as in Klein) JEAN (as in the jeans) CHARLIE ANGEL

I have a thing for Martha King (John is cool too) so I STRONGLY recommend King Schools for their online course. So old school. So good. The way Martha awkwardly swallows (so loudly) between sentences...the gulps are something to behold. John's dorky metaphors. I'll NEVER forget that and LDA is on an angle--becausse of Martha's pneumonic "localizer DARN angle"...watch on the iPad, watch on your laptop...goes fast, easy to remember, plus the tests at the end are super helpful.

My POH (from 1975) doesn't give that info. That would be great, though.

If you don't have a FF meter (I don't either), here's what you do--use one tank only for the specific thing you need to measure. This will take 2-3 flights: FLIGHT 1 1) Top off your tanks 2) Fly the climb on one tank. Once you reach your alt, switch to the other tank. 3) Fly the cruise and decent on the other tank. 4) Figure out your climb burn based on time and gallons used in tank 1 5) Figure out your average burn for cruise + decent based on time and gallons used in tank 2 FLIGHT 2 1) Repeat, but use tank 1 for climb and decent so you can get an accurate cruise burn on tank 2 and extrapolate decent from FLIGHTS 1 and 2. Hope this helps!

INTERESTING. I am not running GAMIs but do have the turbo nozzles so they have the little hole opposite the A on the injector body. Totally possible that some fuel is squirting out there and #2 is always my hottest CHT by 15-20 degrees...however, there is no blue staining near or around the injectors. I flew today and leaned aggressively without closing the cowls. I DID NOT SMELL ANYTHING. BUT...there was some blue staining on the right nose gear door...too far aft to be the fuel servo, maybe it's the return line...I'll have to pull the cowl to see. So, I think I have eliminated the MP/Fuel Pressure gauge, the fuel selector, the spider, the injectors...

Funny! I've been told the cheapest thing you put in an airplane isn't the fuel, it's the pilot... It's really a time thing for me. And as Billy Crystal once said, "Did you do the dead bird? C'mon, you have to do the dead bird...let's go...mime is money!"

An A&P is SOOOO out of the question for me. Don't get me wrong. I love learning about the systems. I like to watch and help my A&P. And I really don't mind getting dirty. But I'm jewish. And we built the damn pyramids. After 40 years of wandering we all made a pact never to work that hard with our hands again.

Congrats dude!

You can/should go full rich and not have a problem particularly on arrival. Really, 4700ft is not an issue. On departure, during run up, you can lean for best power (maybe about a 1/2-1 inch back from full rich) see your MP bump up and use that setting. If I depart at 5800 from my home airport full rich, I may get a little cough as I pass 1500rpm for a second...so I pull the mixture back an inch in my M20F (IO360) and that solves it. But, I also have a TN, so once I am off the ground, I push full rich to keep my CHTs below 400. You may notice that it will take a little longer to get to 70mph on your takeoff roll, but no big deal because Pueblo has LONG runways. It going to be HOT...so ground roll, CHTs, and climb will all be stressed but within acceptable limits if you are nicely under max gross (by at least 100#s). HAVE FUN!

I guess Commercial is the real question. A few of my pilot buds who are ATPs all think Commercial is a waste of time for a PPL. It doesn't affect insurance and I won't be flying for hire...so, what does it get me? Other than the ability to do lazy 8s and to call myself a commercial pilot...of course.

Ooooh, yeah!

Ok, now that I am a bad ass, card carrying instrument rated pilot...what's next? Mind you, I'll only be flying for fun and occasionally for work... 1) Stop wasting your money on instruction. You're handsome and a fine pilot--just keep filing and flying. 2) Get my tail wheel endorsement--some guys never use their rudders. 3) Go for Commercial--though it won't effect your insurance, it will make you a better pilot. That, combined with your good looks, just sounds cooler. 4) Get a Multi--though I will never be able to afford two engines, why not spend $600 on a check ride to know that I can if I wanted to? Thoughts? Ready...GO!

Thanks guys! I'll dig in and look for blue!

I do naming professionally. All I need is a photo. I'll have 25 names on your desk by 9am. I'll waive the fee as well

The ROI is unquestionable. Better than AOPA...for me at least.

Will do--good idea. This is a pretty popular topic on Beechtalk, for what it's worth. Some problem areas have included the fuel sender, fuel servo, fuel return...and other guys have looked at all of those and still experience the issue. What's interesting is that it goes away after maybe 15 seconds never to return. And only on set up for cruise.