Pinecone

Fuel Flow IS a factor. It is not the primary factor. LOP, Fuel Flow is the primary factor. There are slight effects of RPM (burn time versus dwell time) since we do not have variable timing (in most cases).

Yes, but not to the public that I have seen. The companies that sell them obviously have patterns.

Exactly. Look at race car engines. They on run WOT for maybe 60% of the time. A bit more in F1.

As always technology can make things better or worse. Are you ready to go back to an ADF being your primary nav? Or how about 4-course radio ranges? Personally, I want internet in the cockpit for better weather info. Not for watching videos. But it watching videos make the SO happy, that is a good thing also.

MP, RPM AND Fuel Flow

Most of the support people have no idea. Yes, they charge to 100% of that they consider the capacity. The engineers set what is the max charge level for the device. If you charge lipos to 100% and discharge to 10% or less, you will not get hundreds of cycles. So instead of my power bank won't charge my iPad, you get complaints of this power bank only lasted 5 months and it is shot.

Yeap. Necessity may be the mother of invention, but the Father is invention is LAZINESS. Cars are faster and less upkeep.

Plus they are NOT designed for continuous operation at 75% of peak power. They run at highway speeds at about 10 - 15% of peak power.

Many consumer products, like phones and laptops only charge to 80% (and discharge to 20%) to increase the life in cycles. Maybe some cheaper battery packs charge to 100% to claim higher capacity. But without seeing the actual cell data, it would not be possible to tell. Cells fail when faced with too high of a discharge rate, overly discharged (too low of a cutoff), too high of a charge rate, or over charge level. Or physical damage. Again, assuming quality products.

Yes, the trip home the winds got much lighter at altitude. And much of the flight I even had some slight tailwind.

True. I cruise at 138 HP in my K. So how long would that engine put out 138 HP?

Hmm, who else uses your computer and what have they been searching on? Or if you have your phone (Siri) or an Alexa, what have you been talking about?????

Here is where Mike Busch learned about leaning - https://www.advancedpilot.com/ They have not had an in person for a number of years (and two of the main presenters have passed away), but the online works well. These are the guys that pushed LOP operation over the cries and anguish of many, including some of the current gurus or LOP (I won't mention any names ). No, the G3X % power numbers are not accurate. And LOP is easy, for turbo engines the HP is 13.7 times the fuel flow. So my normal cruise fuel flow of 10.1 GPH is 138 HP. Divide that by 220 (max) and I am at 63% power. My old JPI 830 got this right. George Braly developed an algorithm for ROP operation, I think Cirrus wanted it, and it may be in the Cirrus G1000 implementation.

Not sure you would need to do any paperwork as to how you locate where the drill/punch the holes.

That is at WOT. How long will that engine last at close to WOT? My daily driver puts out 180 HP at peak (turbo with intercooler). But my average MPG is around 35. And my average speed is around 35 MPH. So I average 1 GPH or 13.7 HP (assuming LOP operation). Not enough to fly a plane. Even at cruise on the highway I am burning about 2 GPH, or 27.4 HP. My performance car puts out a max of 333 HP, out of 196 cubic inches. But at a fast cruise, it burns 2.2 GPH or about 33 HP (naturally aspirated, higher compression).

12 volts at 5 amps is 60 watts. That is what is needed at start up. If you plane has a 24 volt outlet, 5 amps is 120 watts.

Are they running at 2700 RPM WOT. Why would you put in an engine capable of 400 HP and run it at 200 HP??? And car engines run less that that power. IIRC the Tesla cruses at something less than 20 HP. " For example, a Model 3 might use around 10 kW (13-15 hp) on a flat road at 40 mph or 15-25 kW (20-34 hp) at 60-70 mph" Realizing that best efficiency is at WOT due to things like pumping losses.

Yes, they do that by retarding the timing and reducing power. So that hot day at higher density altitude, you get even less power that normal. Car engines use all that tech because they run at idle to very high RPM. Our engines run a a few different RPM and things don't change much or rapidly.

I had some tailwinds both directions. Flight down was 5+04 take off to touchdown. Flight home was 5+03

Why not install it? Saves having to dance for 5 hours in cruise.

No kidding. I think they could cut the manufacturing time significantly be making most of the sheet metal to be matched hole like the RV line.

The annual labor hours is about right to do a proper annual on a Mooney. Mooney published a 100 hour/Annual inspection checklist. https://mooney.com/wp-content/uploads/2020/12/100-HOURANNUAL-Inspection-Guide.pdf My shop gives me this, filled out for MY airplane, at the end of the annual. As well as the AD compliance checklist. As for the discrepancies, I would prefer the shop talk to me about them and the quote some prices before proceeding. Not sure where the cost came from. Why did the lap a valve? Most of the stuff is pretty much normal part of an annual.

I think it went really well. Things ran a bit long, but in a good way as there was a lot of interaction between the speakers and the attendees. Only one offer to go outside and fight over something. All in jest.

Next year, it is scheduled for Oct 2 - 3.

That is what I thought, but that is not what they seem to be saying now.