Pinecone

MAY be interdependent. Pre-ignition does create much higher cylinder pressures, that can lead to detonation. But not always. Pre-ignition can be caused by a hot spot (the afore mentioned helicoil tab). Detonation can definitely occur without pre-ignition.

I would think that in these times, SOMEONE has a CNC engraver. So people could measure the levels in several of a given tank capacity and develop a CNC program to engrave a clear acrylic tube with the proper lines and numbers. Wipe a little bit of black model paint and you have a dipstick for your tank capacity. Hmm, might be a retirement job for me.

Bummer. I was hoping you would pass on this one. So I could buy it.

LOP was standard operating for the big radials in the heyday of piston airliners. Except they set it by torque, not EGT. They leaned to peak torque (peak power) then leaned it X torque amount. Torque on the big radials was actually oil pressure in the reduction gearing, so it was in psi. The whole thing that lead to APS and GAMI was some long discussions on AVSIG on Compuserve. And, at the time, we had several people with a lot of hours flying R3350s and R-4360s, as well as R-2800, -2600, -2000 engines. If you read Deakin's articles in AVWEB (another outgrowth of AVSIG), he mentions that LOP was also in the engine manuals from Lycoming and Continental back in the day. But seemed to have been removed. BTW, AVSIG still exists. A lot smaller, but a great bunch of people.

You can have pre-ignition without detonation. You can have detonation without pre-ignition. But you can have pre-ignition that leads to detonation.

AA-1 series are fun to fly. With an O-320, great performance, except for range. L-39 is about 90 gallons per hour.

Not in Business Class with a noise cancelling headset.

People often mix them up and mix the terms.

You didn't read what I quoted. It was in response to a post about twisting auto ignition leads together. Twisting does not reduce cross fire. It reduces radio interference.

He has to get the door JUST right. Gordon Baxter wrote a column one time about being able to crack the door of a car at speed and peeing out the crack. And the airflow taking it out and away.

The point is, with the callsign, it can be separated from your personal info. They can track your flight, but don't know who you are. You can also take the next step and be invisible on the tracking sites. As for using the call sign, I fly for CAP, and we use call signs all the time.

I will NOT pay money to see it. I figure it will be on cable or during an airline flight within 6 weeks.

Hmm, when I was running distributor based auto ignitions, we used little clip things that kept the wires separated by 1/2 - 3/4 inches. https://www.rvautoparts.com/72175-Moroso-Performance-Spark-Plug-Wire-Separator-7-Millimeter--9_p_363186.html

No Mooney issues (not enough time in them, yet). I do fly for CAP and have had a couple of Cadets puke during orientation flights. I was coming back from KFTY in a GA-7 and was going non-stop on a IFR flight plan, when the passenger REALLY had to pee. So I asked the controller for amendment to stop into KLYH for a "physiological emergency." There was a pause, then he asked, "A WHAT?" then figured it out and busted out laughing on the air. He could barely control laughing enough to give me my clearance to KLYH.

My experience with turbines is turbojet (EGT) and turbofan (ITT). I have always heard TIT for turbo charged engines. I am waiting for us to hit 200 genders. No longer be all you can be, it is not be whatever you can be.

Except there is an ITT - Interstage Turbine Temperature, which is between two exhaust turbine stages of a turbofan engine. First stage drives the core compressor stages, the second drives the fan.

When I was doing a good bit of flying in a friend's T-34A with IO-550, I did all (hot or cold) starts this way. No issues.

Huh????? There are a lot of places the military can go low and go fast. Look up IR and VR Low Level Routes. Also some Restricted Areas go to the surface. In USAF UPT we did 3 Low Level Nav flights in the T-38. Those were at 500 feet and 420 knots indicated. In Lead in Fighter, we did 3 or 4, again 500 feet, but 480 knots indicated. With step down training, you could be cleared in operational aircraft (I was an A-10 guy) to fly them at 100 feet. Normally in the A-10, we did them at 300 or 325 knots.

One thing is, stoichiometric is not burning everything due to uneven mixing and uneven combustion. Your engine can only take in so much air. A little extra fuel ensures you are using all the oxygen, and that little bit extra fuel does not significantly change the amount of oxygen to use in combustion. Best way to get knowledgeable about LOP operations is to take an APS Seminar. They are available online now, in person hopefully soon.

How long is a reasonable pre-buy on a Mooney? A few hours? A day? Two days? More?

Not exactly. That is the chemical balance point where you have just enough air to burn all the fuel. But in real life, you still get unburned fuel and free oxygen due to incomplete mixing and combustion. And, in some cases not enough time before the exhaust valve opens for that combustion to take place. Ina perfect engine, you are correct, but in real engines, you need to be leaner than that to burn ALL the fuel.

I was supposed to do my CFII in one. But there was a prop issue on the runup, so we switched to a Cherokee.

I know of people who have gone VFR through HOT MOAs. Not a great idea. Especially ones around training bases. Nothing like sharing airspace with a 25 hour pilot in a jet (old days).

I agree that simpler, but critical item checklists are better. As are all on one page. For your Type 2 errors, I tend to actually touch and move the control, it appropriate. For Carb Heat Off, I touch and push the control to Off. Same with mixture and throttle. So, like another post stated, if I touch it, I move it. And fuel tank selector, if I don't move it, I load it left and right to make sure it is in the detent and not partway between selections

There were also 180 HP Comanches. 180 - Cruise 116 - 139 250 260 - Cruise speed advertised as 142 - 161 knots 400 - Cruise book at 184 knots