Matt Ward

Point taken! I'll give it a good 20-30 seconds or so next time. That's what Mike Busch recommends for the inflight mag check based on my data rate.

Thanks. I understand absolute values of EGT don't matter. My concern is about deviation from typical. I've not seen the EGT 3 separate like that from the other cylinders in any other flight, during taxi operations. It always runs a little lower in cruise, which if that was my only issue I wouldn't have raised it. The CHT is in-line with expectations, the primary anomaly I was concerned about was the low power deviation from normal (to a hotter EGT). But now you've got me wondering about my mag check...

So @carusoam, I think you're pointing to my 2000 RPM Prop Cycle. I * think * the mag check is just before that, as seen in the mag check view on Savvy.

Thanks for that. It's interesting you say that about not see L R Both. I actually do it twice, meaning B-R-L-B-R-L-B, pasted below. I have the data sampling set at 2 but maybe I didn't leave it on each mag long enough. Or, maybe I did and there is another problem? Regarding the taxi, this is what I'm wondering about: Then during cruise, Regarding what I * think * was my mag check:

Hey guys, I flew from KCPR back to KBJC today on a great flight. I flew a bit LOP at 8.5GPH. I just downloaded the data and noticed something peculiar I figured I'd ask you guys about. You can see my JPI EDM 700 data here: https://apps.savvyaviation.com/flights/3944849/324f4290-bd33-43be-9b6c-aceebef72f2d The taxi portion of the flight was about 7 minutes in to 11 minutes in. During that low power portion of the flight you can see that EGT is running a bit higher than the other cylinders. During the run-up (11 to 13 minutes approx), things stabilized. Then during cruise, EGT 3 ran a little lower than the rest. Of note, during my flight yesterday up to KCPR from KBJC while running 100 ROP at about 10.5GPH, EGT 3 ran a little cooler in cruise but didn't show the same taxi behavior, seen here: https://apps.savvyaviation.com/flights/3944848/778265ae-8327-4186-9153-124dd3630949 What do you guys make of this? Is this an early indication of something I should be concerned about? Thanks!

This is consistent with what I was seeing as well. It seems like there are two schools of thought on this: 1) the Mike Busch pull it 'til it's rough, and 2) the target EGT method (ie, 20LOP or whatever). Do you do it one of those two ways? My early bias is the latter but then I read stuff about spending any time in the peak EGT zone is abusive so folks do the Big Mixture Pull and all that. Still trying to separate rational from irrational risk!

Thanks but it’s not necessary. I just wanted to make sure it was legit before I landed there. Not too long ago I landed somewhere looking for cheap gas and it was a mess: terrible runway conditions and a $75 fueling charge! I kept going.

In the kitplanes article I linked to above they say If we are running lean of peak EGT, the BSFC should be on the order of 0.4 pound/hp per hour. We can get a very approximate power by multiplying the fuel flow in gph by 15 I just never heard that before so I didn’t know how trustworthy that was as I hadn’t seen any derivation!

Thanks a lot @Mark89114 it appears gas at JSV is about $3 while the SS is about $4 at FSM!

How do you do that in flight? I have a little tool to calculate power but it’s based on just MP, RPM, pressure, and temp. I *think* it’s only useful ROP.

Thanks for that insight, @kortopates. I have been using the Mooney PPP guidelines before I started reading the Advanced Pilot stuff. The PPP has me at 9.0 GPH with a key number of 45 for 65%, which is typically about 2400 + 21" for me. At 9.0 GPH, I suspect I'm near peak EGT but I'm not certain. According to Advanced Pilot, that would be a no-no. My first test with the JPI 700 + Hoskins puts me around 10.5 GPH to run 100 degrees ROP but I want to test that again - it seemed high. On the other end, it had me near 7.5 GPH when I ran 25 LOP - I need to test it again, too. My first tests on KTAS showed 145 vs 135, respectively, so if that holds, running LOP is a no brainer: 7% trade in speed for 23% in fuel. Again, I am suspect of those results and need to test again. But I still think there is something fundamental that I'm not understanding. Reading a bit about estimating engine output with a Lycoming here (https://www.kitplanes.com/determining-engine-power/), the inputs to calculating power output are MP, RPM, Pressure, and Alittude. Fuel flow is an indirect byproduct of those, I suppose. But if I can generate the 45 key number on either 10.5 GPH or 7.5 GPH, my power output wouldn't be any different. It would be 65%. But my KTAS would be different. Why is that? My going-in assumption on this LOP stuff was that I wouldn't be able to generate the 45 key number LOP but I'm not sure that's the case. Thanks for the help, lots to learn!

Maybe you're right, I don't know. To me the thinking was somewhat analogous to Altitude vs. Density Altitude. At the config I mentioned, I'm running WOT to get 20" and that has an associated fuel flow at whatever mixture I'm running. If I pull the Power Boost, fuel flow doesn't change and now the engine has 21" to work with. So, more air and the same amount of fuel. It just seems that condition could have some consideration on how I lean.

I'm getting more versed on running LOP and other engine calculations and I have a question: a recent flight profile for me was 9500 feet, 2400 RPM, 21 MP, 45 OAT. With that config, I am generating about 65% power which puts me in the Red Box if I'm Peak to about 100 degrees ROP. However, my cruise was set up at 20 inches MP, I opened my Power Boost, and it raised to 21 inches. That is important because if I were running 20 inches, I'd be at 60% power and able to run almost any mixture I like. So my question is this: when you're calculating engine power, are you considering the MP you dialed in before opening the Power Boost or after? To me, it seems like it's the former because the Power Boost is only changing the air input and doesn't seem like it would be adding additional strain to the engine.

We're looking at a cross country and KJSV looks like a nice intermediate stop for a break: seems like a pretty area, long runway, cheap gas. It's near Fort Smith which appears to be less favorable to GA but could be a fine alternate. However, I can't get anyone on the phone or email at JSV? Anyone know the current state of affairs there, circa May 2020?

I'm sure you know this, but it's listed as part # 912007-503 in the MM, but only described as "duct" without any dimensions. But it's coupled with a clamp numbered # an737-tw-91 which is described on Spruce as a 2.25" clamp, for what that's worth.

It’s a fair point. I guess my calculus is more about utility. Doing the JPI first does clean things up as well as derisk the legacy primary instruments sooner. But it doesn’t functionally change the comfort of flying. There is a marginal benefit to engine TLC above the 700 I already have I suppose but that seems slight. My real preference would be to put a new panel in with the new audio panel and do the engine monitor as things start to fail. The problem is that approach obsoletes itself as soon as the engine monitor comes in. Even if I went CGR combos I’d still have a huge hole where the Garwin cluster was. I’m trying not to do things twice. Regarding the center stack, I actually use the DME on every flight. I find it super handy for position reporting when I have a flight plan loaded or something like that. Plus it’s kinda fun to fly a VOR or ILS on it every once in a while.

Right now I’m ok with the six pack. Maybe one day but that’s not a near term project. Primarily I fly VFR.

Do you mean do everything at once as opposed to phasing it @MIm20c? The reason I want to do the audio panel is comfort. The existing one works but is noisy with four pax all generating their own hiss, the lack of modern features, etc. If that’s what you are saying is it because of labor savings, going in twice and all?

Hey guys, Looking for some advice as I embark on upgrading the copilot panel on my E. My first priority is a new audio panel and second is a primary engine monitor - assuming my first annual goes ok and I don't have to reverse course. I'm thinking of breaking this up into two phases. First phase, remove the old loran, the old CP136, and install the new audio panel. When I do that, I'll have a lot of temporary panel covers everywhere. Any tips on how to improve the looks of this until phase two starts? Is there anything a little better than a bunch of plastic covers? In phase two, I'm going to install the EDM 900 or CGR Combo, remove the Garwin cluster, the tach, the MP/FP, the Hoskins, and the 700. I think I am going to have Hendricks fabricate a new panel and get it powder-coated locally. Right now my plan is not to touch the breaker strips or anything else - maybe that's phase three. However when I do phase two, I'll have a couple gaps in the breaker strip where the Garwin cluster was, as well as in the bottom metal strip where the Hoskins was. Any ideas on how to clean that up with a short-term type solution? Other than that, does this approach seem reasonable to you guys? It's my first upgrade, first plane, all that, so any advice is welcome! Thanks.

“Talk to a connectivity consultant“ does sound out of the budget for my 66 E!

Understood. Here is how apple works for non cellular phone calls. https://support.apple.com/guide/ipad/make-and-receive-phone-calls-ipadf97892b2/ipados the inflight issue is I can’t get the phone and iPad on the same WiFi. gogo for Mooney?

Thanks @MIm20c, that's what I was afraid of. So if you're listening to Spotify on the phone, and you go to Foreflight - More - Settings - Alerts - and Toggle Speak All Alerts on and off to get it to talk, I'm assuming you don't hear the "alerts are disabled" audio from Foreflight do you? Sorry to ask, just trying to figure this out before I buy anything!

Thanks @hypertech, that's exactly what I'm wanting to do. Can you describe how it works practically? As in, your A20 is connected to both the iPad and iPhone at the same time, Foreflight traffic alerts are coming in and you hear them, while you're streaming music off your phone? And do you have to actively do anything to make that work besides for initially connecting to them when you first get in the plane? I'm assuming your audio panel is not involved in making this happen but I just want to confirm.

Hahaha @carusoam it’s really close! I think technically I could pair my headset to my iPad. Then there is a way to pair my iPad to my iPhone to take calls through my iPad. It may be an apple solution and not a Bose one! I’m just not sure how to do it. Every once in a while I goof up some setting on my ipad though and it starts ringing...

Just donated. Well worth it!