DaveMC

My tit on that one was 1565

The baffels seem good to go no gaps or tears. when I do a ROP procedure with my JPI 900 Im leaning baised on the degrees ROP the engine seems to run fine at 50 deg rop and the fuel flows are in the 18s-19s but my understanding is that I need to be 100 ROP if I'm running ROP. I apologies in advance for my ignorance

I'm still struggling with power settings. I've read the other threads and at higher altitudes I cant keep the CHT on #6 under 400 without cowl flaps open. ROP if I go LOP then all is good on the temp side. At 21000 I was at 27 /24 (78%) IAS 138 TAS188 CHT on #6 377 and GPM of 20.4. I am leaning to 100-125 ROP tho.

Well that what I suspect happened OAT was -35 F. Good Lesson

The landing light were not on. IT was the middle of the day so my visibility was really good and that area on both wings was clean

I lied I was at 80% 130IAS 192 True OAT -35 F 25000 ft 27.5/2400 FF 21GPM

I also now believe that the difficulty turning the fuel tank selector and the climbing fuel pressure was likely due to ice crystals in the fuel. Lesson learned fuel additive in the winter just in case but I likely wont be flying up that high or that cold again.

Thank you all for your suggestions and comments that's really helpful. I do have backup O2, set the MEA into my G500 and monitor my pulse ox and CO continuously. Learned a long time ago in the Army to follow the P.A.C.E acronym when dealing with high risk situations that require a plan if all goes to hell. (Primary, Alternate, Contingent, Emergent). I go over the Rockies a lot so I need to be at 20 and 21 for my personal safety margin but I come down to the teens as soon as I'm over the highest parts of the trip. I do preflight my TKS usually once a month or so and don't mind letting the fluid come out all over the ramp to make sure every inch is weeping fluid. I just found it really curious the only trace ice on the airframe was where the TKS fluid was. The Spot on the wing behind the landing lights (no TKS strip there) was clean as a whistle. I know that TKS fluid has some water in it according to the manufacture. This made me believe that at -35F the small amount of water was clumping on the wing. It slid off and was not building up. I think Next time im that cold and in clear air I'm gonna see if it happens again. Some one asked about oil temp at 25000 oat -35F 75% power and 125 rich of peak oil temp was 185 hottest cht was 360, TIT 1550. IT was just really interesting to see the response of the systems to really cold really high flight . Needless to say It is not my plan to routinely travel that high or that cold.

I am a new (August 2019) Bravo owner and Im in love with her!!! Ive flown her almost 100 hrs since. I have a few questions about a recent flight I had and what I experienced. I was flying from Boise Idaho to Kansas city. My flight plan was to go to 19K to take advantage of a tail wind and to get over some clouds which were solidly in the freezing level. As luck would have it the clouds , of course, were higher than 19 so I kept climbing to 25000. The oat ended up at -35 F and that's where a few curious things began to happen. One my fuel pressure slowly increased to over 62 and my oil pressure decreased to below 50. Can anybody explain why. I have a couple of ideas but interested in hearing from the group. I actually had to run through a few clouds and I felt. ok because the temps were so cold I didn't thing ice would form. I was correct but I have a question. My Mooney is equipped with TKS, so naturally I turned it on but the odd thing was that a very few Ice "clumps" formed and slid back on the wing ONLY where the tsk fluid was. The TKS fluid is new and would not have any water in it it was right out of a new barrel. The parts of the wings behind the landing lights were COMPLETELY free of any ice. I am wondering if anyone else has experienced this. Finally I noticed at altitude and super cold the fuel tank selector switch became hard to turn. (related to fuel pressure and the increased viscosity of cold fuel?)