Jeff Uphoff

I start on my not-as-full tank, which is usually the one I landed on the previous flight, then I switch tanks after about 5 minutes of pre-taxi idle--after I have my avionics set up, autopilot (self-)tested, listened to the ATIS, etc. That way I taxi out and run up on the tank that's fuller--the one I want to use for takeoff. In cruise, I try to always switch tanks within gliding distance of a decent-sized field--one I could be confident dead-sticking into. --Up.

I haven't committed to attending the Summit yet (too much other stuff up in the air right now, unfortunately!), but if I do, I should be able to drop you off in Chattanooga on my way home; I'm based out of Roanoke, Virginia, so Chattanooga is an easy jog left on my way back. --Up.

WOW! I think I paid 7-something thousand, installed, back when I did mine. --Up.

This was a no-brainer in my M20C 20 years ago: I ripped out the Brittain and replaced it with an S-Tec 30. --Up.

It's not exactly one of those listed locations, but Don Maxwell's in far northeastern Texas (Longview) is just a quick hop across the border from Shreveport, Louisiana. --Up.

I've seen this same musical-dipstick game when checking my IO-550 oil shortly after a flight. It appears to really need time to settle back down to get a good reading, and ramp slope seems to have a noticeable effect on the reading as well. Would love to hear the ins and outs of the above observation(s) from any A&P(s) in the know.

I bought my 2000 M20R, originally an Ovation2, post-STC, so I can't compare it directly to a pre-upgrade model, but...OMG, this thing takes off and climbs like a DREAM! I'm based at 1200' MSL and literally in the middle of a tight bowl of mountains, so the extra takeoff & initial-climb oomph without turbocharging is just what the doctor ordered here. As for cruise...I took this picture over the weekend at 11,000' on my way to New England. Power was set to full throttle, 2550 RPM, and 50 LOP. 182 KTAS on 11.9 GPH? Yes, please! --Up.

So it turns out a couple of things were in play here: - I learned this week that the #2 JPI probe on the IO-550 isn't the same as the others! Because the factory CHT probe sits in #2, the #2 JPI probe is a gasket probe around the spark plug rather than a bayonet probe into the cylinder like on the other five. The factory CHT for my #2 reads normal: by its indication, my #2 cylinder isn't really getting too hot. The JPI gasket probe on #2 appears to have started reading higher recently, so I'm considering replacing it. - A bit of RTV was added to some gaps near the recently overhauled oil cooler behind #2, and that appears to have lowered the temperature slightly. The baffling appeared fine, so any airflow issue was probably related to the gaps, though it appeared to be only a secondary cause. Thanks to everyone who provided hints, suggestions, and analysis above! --Up.

Agreed. I've usually arranged phone calls with him via other media, such as email/text. I'm the exact same way myself, so it 100% works for me.

I'd politely assert that following through on deals in progress for established customers to ensure their efficient closure would be a slightly higher priority, there already being money changing hands for deposits, inspections, etc., but that's a minor quibble; your point re ensuring good communications in general is 100% valid. Jimmy worked a near miracle to ensure my 231 sale closed given the 2008 economic collapse started after we'd already gone under contract and started inspections, etc.; and said collapse had a huge impact on currency exchange rates, which really put a pinch on my non-US buyer. But we got it done! --Up.

I probably won't be the only person to bring up the name Jimmy Garrsion at GMax in Texas (https://www.gmaxamericanaircraft.com). I've bought two Mooneys through him (a 231 and my current Ovation), sold one (the same 231), and traded one in (an M20C, when I moved up to that 231). I daresay he knows the Mooney market as thoroughly as anyone. --Up.

I have a 310HP STC'd Ovation (by serial number the first Ovation2 off Kerrville's line, now effectively an Ovation3), and the runway and climb performance are truly something. Absolutely love this airplane!

I think I just found my possible best clue! Looking at a couple of engine starts (immediately after reinstallation of my fixed EDM-800) for short runs during my annual (for things like oil-leak and fuel-setup checking), where the time scale is stretched out more in the plot, you can see #2 starts out much hotter than all the other cylinders--even before there's any notable power being generated by the engine or significant airflow for cooling. The orange line at the top is #2, and there's really no way it's that much hotter than the other cylinders right out of the gate and at idle power. This is really looking like a sensor issue.... (Note: the flat blue line in the left plot is fuel flow.)

I'm not worried about my #1 being the lowest in cruise (and often in climb)--it's the #2 reading what seems to be anomalously high in both that has me concerned enough to troubleshoot this. Were #2 low, too, I'd be a happy clam. --Up.

My GAMI spread seems pretty tight in that EGTs tend to stay close together and there doesn't seem to be consistency as to which cylinder peaks last and becomes the reference when leaning LOP. Next time I go up I'll make a note as to FF when it peaks. Thanks Mike. --Up.