gevertex

I don't mind getting people in trouble when they deserve it, but I am also not confident it would be taken seriously / anything done about it. I have reported things before, major issues that were clearly workmanship problems and no action taken.

In this case the engine is fresh out of an IRAN to new tolerances. So it’s unlikely the cause. Long story short, I had the governor replaced with a new one and the problem is gone. Longer story is I had the governor sent back to the shop that overhauled it (H&H). They initially agreed to IRAN / bench test it under warranty. After looking it over and replacing a bunch of parts, they decided the work would not be covered under warranty, and to bill me for the work (the warranty had expired calendar time, but not hours). I reluctantly paid as I wanted the governor back in hopefully working order. After it arrived at my mechanics shop, they discovered the bracket was installed backwards. No big deal. But when they went to remove it to turn it around they found several of the screw holes completely stripped and screws held in by only loctite. Bad news bears. I am super lucky that was discovered. I called them / told them what I thought of the work and received a refund. I then spent several AMU on a new governor.

Agree, you need an instructor. I notice my landings are worse after just a few weeks of not flying. Also, you are in the most risky phase of your ownership with a fresh engine and the lowest proficiency having not flown for 8 months. Get an instructor and if the worst happens, you have someone very proficient to coach you or fly for you. If everything turns out well, then it's just a safety check and you may get a few pointers.

In the J, the climb checklist in the POH instructs us to decrease RPM to 2600 shortly after takeoff. I usually do this upon reaching 1000 ft AGL. Boost pump comes off at the same time.

H&H agreed to swap my governor out, no charge. So hopefully that takes care of this... they were not able to find anything with the bench test.

Oil pressure is decreasing as it heats up on the climb. MAP is decreasing as altitude increases. I am not changing mixture, throttle, or propeller controls during this time.

Very nice! Going to be buying 2x the late model lenses this year. Mine are due.

I don't see any variation in my oil pressure or MAP when this happens. Blue is oil pressure. Red is MAP. When this happens I am climbing at roughly best rate. This does not happen in cruise, except when I enrich the fuel mixture after lean finding.

The bar is where the drop occurred. What am I looking for? I could check other instances of this happening. It's really quick, I'd be surprised if MAP is fast enough to catch it.

So oddly, they were not able to reproduce this on their test bench. They did replace the speeder spring just in case. Not sure where to go from here.

I ended up sending out the governor for inspection. Lets see what they say. H&H Propeller (triad) did the overhaul, they can bench test it as well.

Can definitely hear it. I felt it the last time it happened as well. The sky was extremely smooth that day.

Correct, green line. Here are the numbers for reference. This is enough to hear a pitch change and sometimes feel a change in power. Also this only happens at high RPM. Once I reduce to 2400 for cruise, I have never noticed a change (except when leaning).

I'll get a drill bit and probe the probe to see if there is any blockage. I had understood this was checked already, but I agree the data does look like 1 or more ports are blocked.

Yes, two holes in the bottom of the pitot tube that measure air pressure.