larrynimmo

For the past dozen flights, issues with no 2 egts after at least 12 -18 seconds after start up. When starting, engine is smooth, the in about 12 seconds the egt for no.2 drops from 1100 down to 600 or so for about 30 seconds or so

I never took the time to program join as to percentage of HP...I was at 100% (or slightly less) due to only 2660 rpm or so

Let me be clear...engine went rough for about 12 seconds...enough for me to consider my options... plane had just flown 40 nm...then sat for 10 minutes, and Then I took off

Shown is engine monitor about 600 above ground after take-off.... less than 300 hours on a factory rebuilt Lycomming...see attached from an edited copy of jpi data...things to look at.. all cylinder #2, EGT, DIF, RPM,ALT also having issues of #2 cylinder egts dropping right after initial starting....other than that #2 runs perfectly INDEX DATE TIME E1 E2 E3 E4 C1 C2 C3 C4 OAT DIF CLD MAP RPM HP FF SPD ALT Engine - Tach Start = 292.0 Tach End = 292.4 Tach Duration = 0.4 57 6/13/2020 14:31:20 1304 1322 1307 1347 308 322 314 329 79 43 0 29.8 2665 83 17.4 73 185 58 6/13/2020 14:31:26 1301 1316 1306 1347 312 326 317 332 79 46 0 29.8 2665 83 17.5 76 268 59 6/13/2020 14:31:32 1303 1320 1311 1343 316 329 319 334 79 40 0 29.8 2665 83 17.4 76 383 60 6/13/2020 14:31:38 1307 1327 1319 1358 320 332 322 336 79 51 0 29.2 2667 82 17.6 77 465 61 6/13/2020 14:31:44 1316 1124 1329 1353 322 334 325 337 78 229 0 29.7 2561 80 15.3 80 557 62 6/13/2020 14:31:50 1370 956 1393 1395 326 335 327 340 78 439 0 28.6 2447 73 13.1 73 684 63 6/13/2020 14:31:56 1307 1192 1319 1347 329 334 331 342 78 155 0 29 2676 82 17.1 68 769 64 6/13/2020 14:32:02 1303 1278 1308 1342 332 335 334 345 77 64 0 29 2650 81 17 74 825 65 6/13/2020 14:32:08 1299 1292 1310 1353 335 336 337 347 77 61 0 28.8 2650 80 17 80 885

Everytime I go to an fbi that’s handling my plane I make a point of warning the administrative and line crew about steering limits....they do not like hearing this from me...but I will not stop telling them

This gives me a lot to look for when I redo my interior of my 1981 m20j....everywhere I have removed panels, I have seen light surface corrosion on my tubing...worse than yours, but not terrible...all of my tubing has been coated several times with a zinc chromate paint..I typically clean it up well with sandpaper and scotchbrite, and then I paint it..hopefully I can significantly retard the progress.

Eastern shore of Maryland (no terrain), direct 13knot head wind cloud bases looked to be 3,500 - 4,000’ Msl&agl

I have got over 600 hours and IFR rating...until yesterday, I never really felt what an updraft was all about....there were several large dark cumulus clouds in the area, but nothing really towering. I was flying at 2,000 ft, perfectly trimmed on the autopilot 125 ias, in a headwind...flying lop at 7 gph. All of a sudden my nose dipped down and my ias went up to 140. All three altimeters held at exactly 2,000 ft. My ground speed went up a little but less than 5...this went on for a couple of minutes.

If you have an engine monitor system, buy an addition sensor and mount it on a pipe at the oil cooler...hook that sensor up where one of your cht or egt is so you can now temporarily watch the performance of the oil cooler...and the best would be to install one on inlet and outlet...it would be good to cover with foam tape to keep air flow from affecting temperature

Just paid my 2020 insurance invoice for Old Republic...FYI... liability=$266 physical damage=$1,660 hull value 135k

We hear what we want to hear...so to speak. I have dc, A20 and z3. the a20 is my go to as it has the very best noise cancelling. The z3 has better Bluetooth, and much more crisp vocalizations but also they whine a little bit.

I cut off 3/8” and saw a definite improvement of cylinder temperature for #1....I might cut off a little more and try it...still has hotter egt’s it was a warmer day today as well, and it was bouncy so I had issues trying to get exactly the same rpm, manifold and fuel flow...

When I first bought my plane in 2017 I was paying 2500 a year for hull value of 65k...when I changed the engine and upgraded electronics I raised hull value to 135k and my premium went up by about 450 a year. at purchase june, 2017= 2450...student p hv65 starr June, 2018 = 2450 120h p hv 65 falcon Oct, 2018 = 2900 250h p hv135 Falcon June, 2019= 1960 325h p hv 135 global June, 2020=1918 550h IFR p hv 135 Old republic

Very good point...I didn’t go with the spark plug sensor, I went with the piggyback cht sensor that JPI recommended to me. The spark plug sensors is the worst option as the reading is 40/50 degrees too high.

This is what my lean of peak reading look like and it’s pretty steady for lean of peak...I am going to measure mine and cut back 3/8” and I will report back

Jim is right...garmin makes it real easy to adjust

The “U” shape one I purchased 30’ of from vantage plastics and it comes in a matching beige color...extremely pliable

I’m actually going to do this...I have all of my new plastic panels from vantage and I am awaiting my new carpets from Airtex (who are currently furloughed). Anyone know where I can get this piece of trim?

FYI. I have the 650 with the Aspen Promax and I always get vertical guidance on RNAV approaches in addition to the LPV’s

FYI....since I have adopted the on panel checklist....I have used it every time...and for me it needs to be simple and sweet...no excuse for not following the content

Would hail damaged ailerons be airworthy?

Non-precision approach runway 33 KESN easton md....minimums was 520’...airport reported 600’... IMG_2625.mov broke out at 700’

I have the “hybrid” answer....I am getting all new plastics, all new carpet, Rosen visors....and as for the seats...I’m keeping my original cloth 1981 seats as they are so comfortable. That being said, it will be really easy to remove the seats at annual to send them out if I feel I need to change the seats

Under calm condition I will float the plane in landing configuration and add a little bit of power to hold it in the sweet spot.. IMG_2559.mov