varlajo

The only time is does matter is when ATC requests "120 knots or greater"

Yeah, same here, although I am paying with a 0.4 gph ff increase for those 2-3 knots. Essentially, a torn boot in an E/F is an equivalent of a permanently not-quite-fully-open, not-quite-ram air, plus the obvious consequences of rubber chunks entering the induction system.

No. By design, the boot is downstream of the point where ram air joins filtered air. You could potentially delete ram air functionality by welding shut the ram air door and/or removing the ram air door cable, but the intake boot will still be needed. @cliffy is correct about the rotational movement and vibration of the engine, especially during start and shutdown, being the reason behind the boot design as it is.

Do tell, do tell!!

I passionately despise "flowing lines" of any kind. Your Exhibit 1 has a lot of potential though. Lose the curls and add a splash of bright color somewhere. Either orange or cold/lemon yellow would look pretty good with those grays.

Curious. My celebratory gunfire invariably hits my hangar buddy's Cirrus...

https://www.ebay.com/itm/146437361112

I am really enjoying GP so far. Love having secondary on-screen engine monitor capability. Hate the tiny (i) button to pull up complete airport info

Wowzers!! The only missing redundancy is a backup autopilot!

One of the Commissioners requested info on G100UL alternatives. KRHV supervisor did talk about Swift 100R and the VP Racing Fuels developments, but unfortunately omitted that 100R has been in 172R fuel tanks for >8 months now at KSQL.

Not difficult to notice that one presenter dropped a lot of names and appealed to his own expertise, and the other showed quite a lot of damaged machinery and actual experimental data.

Exactly Holy crap. This fuel has been on sale for half a year in at least two major GA airports and has only seen ONE HUNDRED AND THIRTY users??

No public discussion after George or Michael's presentations, but they accept questions via email after the meeting. George Braly is there in person (not surprisingly). bnc@cob.sccgov.org

Well, George Braly's presentation is queued

Brutal!!

Not sure this is true. Cooling from say 375F cruise CHT at altitude means equalizing to a potentially sub-freezing ambient temperature and a lot of air moving through the engine. Shutdown takes the engine from a much lower descent/landing CHT to a (generally) much higher ambient temperature, and no oncoming air. I'd say the delta is 350-400F vs. 150-200. Shock cooling is still a myth though

Unlikely rodents since there appears to be no poop pellets

Perfect for training missions, ain't it??

I know several pilots who add some MMO to their oil for the last flight prior to oil change. I wouldn't dump MMO or any additives into fuel tanks though.

My RPM remained rock solid at 2400 throughout the 10-minute event.

Good point. Do you observe engine RPM drop when your mag goes offline for a short time?

Yep, this was my first thought as well. Just found it curious that a minor adjustment to RPM and FF immediately fixed it.

Oh, the momentary spike in EGT1 at 01:18 does not worry me much. The 50 degree increase in all EGTs and subsequently all CHTs starting at 01:05 does.

Timeline of events as follows: * I must say I did not catch the out-of-nowhere increase in all CHTs until I analyzed EIS data after the flight (although CHT3 only momentarily increased above 380F). * What I did notice was a drop in oil pressure from the usual 66-67 PSI to 64 PSI, whereupon I increased engine RPM from 2400 to 2450 * This immediately brought oil pressure back where I wanted it * I then re-leaned the mixture to 50 LOP (see peak in FF) The observed drop in oil pressure seems to coincide with an abrupt and rapid increase in all four EGTs and then CHTs and subsequent slight flutter in fuel flow and fuel pressure. The commanded increase in engine RPM immediately brought all EGTs and CHTs down to normal (why??), and they stayed there after re-lean. I am curious about the reason behind the EGT spike. This occurred at level cruise at 6500 ft at 61% power (2400 PRM, WOT, 7.9 GPH), approx. 45 minutes at this setting. Shown are EGT vs FF and CHT vs oil pressure (red line is 385F). The vertical line is both charts shows the time where EGTs started to increase. The complete timeline of the charts is approx. 30 minutes.