tmo

I'm sure an enterprising person could machine an adapter...

Yet another time where I cannot decide on an emoticon. Alas, our local aero expo at Friedrichshafen has been postponed. Similar to many conferences, non-essential business travel, etc, etc. So yes, paranoid much. Then again, just because you're paranoid it doesn't mean they are not after you...

That is one swell pirep, @elimansour - thank you.

Well, the whole Corona Virus thing has been called the world's biggest work from home experiment, not without some merit.

It does make sense if you consider that the EGT probe has 1 cycle of temperature (exhaust) and 3 cycles of relative rest (intake, compression, power) while the TIT probe is constantly warmed by all six cylinders. So yes, the TIT is both more stable and usually warmer than the individual EGTs would imply on their own. IOW, EGT is not a valid proxy for TIT.

Thank you for the "why" behind seeking roughly equal pressure. Makes sense, and, also, makes life easier, because I now know I don't have to get it exactly right in terms of percentage of power, just hit 6k, 2500, set MAP equal to outside pressure, make sure it's below 60% power, voila. Looking forward to it.

I very much like your analogy to a go-nogo decision. FWIW I just started looking for plane tickets to get to the Summit

I didn't run it yet, the EDM is not yet installed. Just planning and daydreaming... Wilco on all the additional advice (slow lean, long mag check, quick sampling).

So according to page 2 of the Savvy flight test profiles the GAMI spread flight test on a TC engine is supposed to be run at or below 65% power AND at an altitude where ambient pressure is equal to the MAP (so basically the engine is turbo normalized). So, being the chicken that I am, wanting to do the lean test at 55%, I: - assume ambient pressure is ~30" (QNH) at sea level and changes -1" for every 1000 feet (from the Saavy doc) - look at page 5-20 of the POH and see that for 55% power at 2500 RPM and 6000 feet the MP should be ~24" (30-6) - start leaning, while adding a little MP as it drops (no auto wastegate), then richen, while reducing MP, repeat 3+ times, do LOP mag check If QNH is 32, a high pressure day, I'd need to go up to 8000 ft, if it was 28, on a low pressure day, 4000 ft would have been appropriate, correct? Anything I got very wrong? Anything I am missing? 5-20-rotated.pdf

I hear that is one bad-ass plane...

We're still saving them candles till March 29... Makes for lots of joy when timing remote meetings. Normally the delta to the East Coast is 6h, but sometimes 7h, or perhaps 5h.

I am so looking forward to @kortopates's presentation at the Summit...

I doubt you can mistake a turbine Lancair for a Mooney With all due respect to you, Mooneys and Lancairs.

I believe @Yooper Rocketman and @Ricky_231 both spoke highly of Mac's Covers See this thread

Spoiler alert

Thank you, kind sir, for the detailed explanation.

Thanks (cannot add any more reactions today).

Off topic and a thread drift, but the good folks at JPI charge $100 to issue one...

Or across a continent and a very big puddle...

LiveATC.net has archives here - they have Atlanta Approach (N. Sat) and Atlanta Approach (TAR North) which are probably who he was talking to, right? Time of accident is just past 2130 UTC.

So there is basically no way to tell which wire is which, right? Not questioning, just making sure I'm not missing anything. Looks like a project for next winter...

Thank you; this doesn't seem like a very significant downside. Benefits of placing on LHS > downsides of portrait orientation. Case closed. OK, this one seems obvious, but I'll ask anyway - if/when I redo the panel and can move to landscape, the change is just a few button presses, right? Unless I manage to put it in the "one bad angle" and have to send it back to JPI (another "WTF" moment, but I'm [slowly] learning to deal with those).

Just wash your hands... Perhaps my tickets to get to the Summit will be less expensive due to this hysteria...

Well, the FAA allows the rental fee to be split as well, right? As well as FBO / airport fees and such - things that are directly related to the specific flight.

If Aspen knows that systems manufactured after a certain date (Jan 16, 2020) are not susceptible then it would follow that Aspen knows what changed and thus the cause, no? Or did "everything" change mid-January and you're still looking for that needle in the haystack? Not meaning to give you a hard time, and thank you for being here with us.