Hank

My IA was near there, but he retired and left me high and dry for annual this year. Wish I could help!

Mike Busch certainly knows much more than I do, but either way, it's difficult to run an O-360 like the OP and I both have, using typical fuel-injected LOP procedures, and the speed reduction is significant when it does work. I haven't given up on leaning to the extent that @DXB has yet, though, and think that I actually get meaningful, beneficial information. She sure does speed up when I pull the prop back, slightly reduce throttle and pull the red lever back . . . .

With enough work fixing induction leaks, especially the carb heat box, it is possible to run our O-360s LOP; mine is often good to about 25°LOP now. But I still run 50 ROP. the trip to the Summit was right at 50°ROP; initially 7500 msl, 21"/2500 before clibing to 9500 and running (WOT - a tad) / 2500. Both peaked right at 1500, so I pushed the red lever for 1450. ASI was hovering between 140-145 mph, a little higher at 9500 than at 7500. I've been doing this the last 700 hours; the plane had ~180 on the engine when I bought it, it's now about 860, and compressions have never fallen below 75 on any cylinder and are often 76-78 on all four. The MAPA PPP saved me lots of page flipping, as I just make sure MP + RPM <= 46 instead of worrying about % power. But I verified things for a year or so before figuring out some basic settings that cover most of my flying (whuch also simplifies IFR flying with step changes up and down). The important part of EGT is not the absolute number, but the distance from peak.

That's one of my goals in life.

Ah, you're the Canadian plane from the ramp! I wondered who it was . . . Flemingsburg was the first stop on my Student Long XC. Due to requirements and lack of landmarks, I fou d the airport by flying a radial from York VOR. Thanks for the memories!

Now I'm feeling the need for a bacon cheeseburger and a cold craft beer!! Just can't fly out for it . .

Actual EGT numbers mean nothing, especially when comoaring against another airplane. The reason why is that moving the thermocouple a quarter inch will have a signjficant effect on the value it shows. What is important is how far you are running below peak. My C has the same engine as your G, and I often cruise at 1450°F. For me, with my factory single EGT probe (mounted on #3), I lean to peak then push for 50° cooler. It generally gets rough at peak. As long as you are at 65% power or less, you can put the mixture just about anywhere. One often-recommended procedure that saves flipping through your Performance Charts is to use the numbers on MP and tach like this: MP + RPM = 46, a conservative, safe place to run.

Does the Chikin Basket deliver? Are they still in business??

For my C, this is 94 mph, which aligns well with the statement in my Owners Manual to hold airspeed over 90mph until flaps are lowered. Knowing "why" is nice, knowing that I can make standard banks at that speed is nicer! Flaps or not, I still hold banks in the pattern to 20° or less.

There's no feeling like that first XC trip in your own airplane! Congratulations!

At high cruise power settings, not down at Carson's Speed . . . .

Least expensive certified airplane part I've ever heard of! Hope the rest of the work goes as well.

Mitch, thsre are at least two pilots here from California this year. And one from England. Start planning now to attend next year!

Tough crowd!! A good deal,is when both parties are happy. Nobody cares what the peanut gallery thinks. Vote weight is apportioned per dollar spent by the voter(s).

Two inch blue painter's tape works well, and is easy to remove and clean up. Just take the roll with you in case you need mid-trip repairs.

I was asleep then, John, but it's a fine morning now! It's almost time for the Donut Hole! Then to start Summitting.

Don't forget the National Aviation Parts Assn. stores scatter across the country!

Poo should only threaten when the empty tank is a surprise. If you're planning and waiting, why the excitement and poo when it happens?

It's starting . . .

Here's mine, engraved into the plastic by the Previous Owner.

Then switch quickly to the other tank that you know has plenty of fuel in it. Know because you have looked inside it, not because of what the gage says . . . .

You're right, I was thinking of geostationary sats . . .

I'll take a picture of mine tomorrow, preflighting to go to the Summit. I'll even include the brand name. Printed markings go one direction, scribed Mooney 52-gallon tank marks go the other direction. Fuel Hawk, maybe?