redbaron1982

Mine depending on the day it fluctuates between mid 17's to 18's. When atmospheric pressure is high enough to get ~29in hg WOT I get 18.5Gph.

Yeah, that was my point. I work in the software industry and I can assure you that the most absurd excuses are made why two systems don't communicate with each other. And in this case, I can think of a not-so-absurd excuse, like "We cannot distract departure with all the flight plans that have been filled and not released yet, that's is ground or clearance delivery responsibility".

I'm not leaning when I climb. According to Savvy, the oscillating #3 CHT, could be a baffle giving way from time to time until it goes back to position. They said it is relatively common. Maybe that wrinkle that I have was flapping and generating the oscillation.

I did add it.

I was climbing at 500fpm, I think it was around 110kt but not sure.

The engine monitor is a GI 275, the CHT probes are screwed into the cylinder heads. Regarding the power settings, I mentioned in my initial post that I climb at 26x26, but if you guys want more detail here is a link to the data in Savvy. Savvy did analyze the info and they don't see any issue with the engine parameters, except it's running a bit hot.

Hey, I'm having a small issue that I'd like to fix. It's not super urgent but it is important. My CHTs are a bit high, 415F climbing, just under 400F cruising. I'd like to be below 400F all the time, and cruising under 380F. I did a Savvy flight test profile and fuel/ignition wise everything seems to be ok. So they high temps are most likely related to deficient cooling rather than timing or overly lean mixtures. Here are a few pictures of how my baffling looks like now. I'm trying to find the best option, I'm considering: Buying a roll of reinforced silicone and repairing it myself. Although the current baffling doesn't look terrible and I'm not sure where to start replacing it. Buying GeeBee (is it the same GeeBee we have in MS?) kit. Buying an original baffling kit. At this point I'm inclined to buy GeeBee (https://www.csobeech.com/GeeBee.html) kit. What's your opinion on this? Also, do you guys think it's possible to bring the temperatures down 20F, so I stay under 400F during the climb with trailing cowling flaps at 26x26 and under 380 while cruising, with closed cowl flaps?

That's something very cool. I didn´t know that Departure/Center had access to the flight plans before release. With this information, I think that whenever departing in VMC from a non-towered airport the best thing to do is file, depart in VFR and when contacting departure ask for IFR clearance with the filed plan. Another takeaway, this is something that should be part of IR training. I know that it's in the "theoretical" part of the training, but in my case, during the flying portion of the training I've never departed IFR from a nontowered airport, nor picked up an IFR clearance while airborne.

Yesterday I did a Savvy test profile and the GAMI spread in the three sweeps from rich to lean were: 0.2, 0.1, 0.3. So I´d average my GAMI spread in 0.2GPH. This was at 21.25 MAP and 2350RPM. The engine never run rough, I lean to a FF of 6.9GPH and stop there because the RPM were starting to drop. This was my first solo and didn´t want to push too much, but I bet if I continue pulling the mixture out the engine would just quite rather than run rough.

The fuel flow seems to be working ok. The numbers match with the ticket I get when I fill the tanks. Yesterday it was a bit hot, at 9kft it was 12C. So density altitude was closer to 11kft.

So I already called them (like 30 minutes after I landed) and the guy who was in the phone seemed to be nice, and was more in the tone of "Hey, next time don't do this". I was relax after the call because I understood that the case was "closed". Do you guys still think that there could be additional "aftermath"?

I was running 2400PRM WOT, which was around 21inhg. I am a little bit disappointed with the performance. The engine did run well in the sense it was running smooth, I did a test profile and in flight mag check and it was ok. I had a GAMI Spread of 0.2gph with is very good. I was running ROP, about 100F. My FF was 10GPH at 2400RPM/21INHG. I understand that is ~ 65% power, which should give 155kt, not 140kt. I do have an MT 3 blades prop and TKS, both penalize a little bit the cruising speed, but I was not expecting to have a 15kt slower speed. In the flight back it was just me in the airplane, with full tanks.

The problem is that they had the space assigned to me and also they would start a search and rescue because they assume I took off and had an issue.

Hey, yesterday I did my first "long" XC, from SGR to 50F. Although the day was perfect VFR, I flew IFR just to keep the practice. This was my first solo IFR flight too. 50F is a non-towered airport, with no taxiways, so you need to taxi back to take off. Looking at the info in ForeFlight there is only a phone number to call for clearance. So I called 1825Z, and got a clearance with void time 1830Z, and call no later than 1835Z. I was ready to taxi, so I accept it. When I approach the runway to taxi back, another airplane was just entering the runway, again to taxi back and then take off. Then a bonanza was in a 4 miles final so I give way to them. At this point, I already knew I was not going to make the 1830Z and even the 1835Z. But I was already with the engine running, making a phone call would imply shutting down the engine so I could hear anything. So I decided to go ahead and taxi back and take off. I contacted departure at 1841Z, and I got a phone number to copy. When I got back to KSGR I called them and they were super nice, but anyway, I'm not sure how I should have proceeded. If I had a clearance frequency it would be easy just to call them on the radio and let them know. But it doesn't seem to be so easy with a cell phone. At this point, I think my main take away is not to do IFR from a non-towered airport if not in an actual IMC. Actual IMC would make the airport less busy, and whatever traffic coming in and out would be already under IFR. But I'd like to know your experience/suggestions. Thanks!

Do you use URHB37E?

Mine doesn't! Lol... it's not running smooth when idle and is fouling quite quickly the spark plugs. So that's why I'm looking into either BY or fine wires.

500 hours for massive is not realistic? Mines are about 300 hours now and the electrodes looks good and resistance is between 600ohms and 2k, which is within specs AFAIK.

Not the same questions as the OP asked, but related, from the benefits of a fine wire (less fouling and better ignition), how much you can get by going with a much cheaper long reach spark plug? I'm talking about the BY series. I'm planning on replacing my regular massive electrodes with something better, BY's are cheap (similar to regular ones) but I'm not sure how much better they are. Fine wires at this point seems way to expensive for my current situation.

roughly 20 weeks.

Quoted I don't remember exactly, billed 196hrs + painting (which was a flat rate, not detailed how many hours/materials).

I don't have much to add about this, just a few data points: Original estimate given by Don was 13k, he ended up sending me an invoice for 28k. Original time estimate given by Don was 2 to 3 weeks, but it took over 40 weeks to have the airplane ready.

Today we set it back to idle when cold at around 450rpm. Next flight after I come back I'll do an idle mixture test at 600RPM to see if mixture is ok. I understand that this has to be done with the engine hot, that's why I want to make it after a flight.

So today I put everything back together with my AP and did a run-up and everything seemed fine. One thing is that we had to adjust the throttle idle position. It was going all the way to 500RPM and running rough. We adjusted with throttle all the way back was idling at 750RPM. Anyway I usually idle at 1000RPM. A test that I did, when doing the run-up at 2000RPM, I start pulling the mixture back, after RPMs peaking, I continue to lean and the RPM started dropping, I continue leaning until RPM dropped all the way 1500RPM but running smooth. I assume this is a good thing, I understand this gives an indication of even fuel distribution across al cylinders. We will see in the next flight how it behaves. I plan on running the Savvy profile, that should give me some valuable information.

Thanks, guys. As these are new injectors (stock ones, not GAMIs) what I'm planning to do is run them as they are now, get the GAMI spread, and then see if I need to change any of the restrictors to have it under 0.5GPH. Whenever I do that activity I will take out also the nozzle's body, clean the cylinder head thread, and use motor oil to lub the injector nozzle. BTW: I did thread the nozzle bodies slowly, I'm always super gentle when threading in aluminum, don't want to cross-thread or strip the threads. Too many bad experiences in the past.

For the time being, I will follow the same path as you and monitor. I really don't like at this point to tap the thread, as with the luck I'm having I will end up with burr in the cylinders and having bigger problems.