danb35

They gave you the STC paperwork showing the W&B change for the speed brakes? What weight and arm (or moment) is shown on that paperwork? And what weight and CG were shown for the plane before they were installed? Given those two pieces of information, the math is simple enough.

Quote: 16LPilot Unfortunately, it was done in another state before I bought the plane (the engine). Does the empty weight (with oil) "arm" ever change?

Quote: The-sky-captain While using the approach plates do they have to be "saved" prior to losing internet connectivity?

Well, I know that the reg for Los Angeles does specifically require the chart--I'd expect a copy of the chart would be fine, but I don't know that it's ever been tested. The only time it's likely to be an issue is if you screw up, of course.

No legal issue at all--for light aircraft under part 91, there are no legal requirements relating to charts at all, unless you're in an SFRA like the Los Angeles area where you're required to have the Terminal Area Chart.

Yes, yes, King is great, everything else is trash. Wait for the KSN 770, it's a Garmin killer. Tell you what--if King actually releases the 770 this year, I'll eat my hat. I agree that waiting for OSH (later this month) is a good idea, but there's no sense at all in waiting for the "next great thing" when you don't have any idea what it is, when it's coming, or what it will do.

I use 1250 deg. F as my target EGT, but absolute values vary so widely that it's hard to advise accurately.

First suggestion is to reply in the original thread you started, rather than to start a new thread on the same question. Second is to make sure you know what you're looking for--as I recall, it's cylindrical with a square-head plug for the fill port. If you post a pic of what you see under the pilot-side access panel, somebody can probably point it out to you.

I had my throttle cable lubed at annual last year, but I'm not sure how they did it. A technique I've heard involves a hose, some Tri-flow, and air pressure to force it down the cable.

The factory probe on '48Q is definitely on #1 (right side, closest to the prop). I can't guarantee that it came that way from the factory, but it was that way when I bought her. I'd just as soon put in the same style probe as I have on the other three cylinders and disable the factory CHT, but I don't think that would be legal. It'd probably be a worthwhile experiment, though. Dave, the engine runs quite smoothly LOP, so there can't be much difference in fuel flow. Spark plugs were clean in all cylinders at annual a few months ago (since I run almost exclusively LOP). I suspect at this point that the problem is either in the probe itself or in the installation.

Don't see the PM here, but I've had a change of plans and won't be able to make tomorrow's class--planning on next Sat. instead. Hope it's a good one, though!

Yes, that will work just fine.

Just about any mixture setting would be better than 50 ROP, but 50 LOP would be better than at peak. Really, though, it depends on the power setting--at or below around 60%, it doesn't really matter. More than that, though, and you'll want to avoid the so-called "red box": At 65% power, use richer than 100 ROP, or leaner than peak EGT. At 70%, use richer than 125ºF ROP, or leaner than 25ºF LOP. At 75%, use richer than 180ºF ROP, or leaner than 40ºF LOP. At 80%, use richer than 200ºF ROP, or leaner than 60ºF LOP. (see http://www.avweb.com/news/pelican/182583-1.html for the source of this data and further dicussion).

Quote: mooneykflyer Why don't you like the 50 ROP he discusses?

Like I said, it didn't seem right to me either. At ambient temp (cold engine), Cyl #1 agrees with the other three exactly (+/- a degree or so), but as the engine warms up, the discrepancy grows. It tracks the changes in CHTs very closely (when the other cylinders warm up, so does #1), but it's just way lower on a running, flying engine than the others. Probably time to check with EI tech support. As I mentioned, this is a washer probe that sits under the factory CHT probe. It then has a short section of firesleeve zip-tied around the two probes, which is supposed to contact the cylinder head--I presume the purpose of this is to provide some insulation, to keep the two probes near the same temperature. Doesn't seem like much to go wrong, but it seems like something is.

I spent a little time this weekend massaging the downloaded data from the EI UBG-16 in my M20F, and I'm seeing something that strikes me as odd. I'd noticed during flight that my coldest cylinder was #1 (front right) and the hottest was #2, but I hadn't really paid attention to the difference. Turns out that, in cruise, #2 is running around 340 deg., while #1 is running around 240 deg., about 100 deg. cooler. That just doesn't sound right to me. I can see a way that the front cylinders would be the hottest ones, and I can see a way that they would be the coolest ones, but I can't really see a way that one would be the hottest and the other the coolest--especially by 100 degrees. The CHT probe on #1 is a 3/8" washer type under the factory CHT probe, and I'm entirely willing to believe that this has something to do with the probe, but I'm looking for a sanity check on the CHT readings before I go trying to track down a probe problem that may not exist.

Just out of curiousity, where did those extra 500 hours come from? That would make the engine ~2000 SMOH, right? How was this missed in the original listing?

I'd agree it seems to be a good article, but I'd ignore the 50 ROP recommendation--but that's at cruise, not in climb.

You're only required to keep maintenance records for a year, or until the work is superseded, whichever comes first. Most owners want to keep most maintenance records permanently, but there's no requirement to do so--you could, for example, make notes of your last oil change on a whiteboard in the hangar, and replace it when you do the next one. Updating the GPS database is preventative maintenance, so it's technically required to be logged, but there's no sense (IMO) in keeping a permanent record of every update.

Just got an email this morning confirming my registration for next weekend. Good to know they're not going to cancel.

I'm registered for the 7/10 class at ISO--should I have gotten a confirmation in the mail?

Quote: flight2000 Never heard of an in-flight mag check??

Any pictures of these visors? I don't think the Rosens will fit my '67 F.

The "holy grail" will be the ACK Avionics unit, if COSPAS/SARSAT and the U.S. Army Proving Grounds can ever perform a mutual rectal craniectomy and get around to certifying it. Price <$600, 406 MHz unit with a GPS input. Less than half the cost of the next closest competitor. AFAIK, all of the 406 units also transmit on 121.5 MHz, but I don't read the FCC rule as prohibiting all transmissions on that frequency, just prohibiting use of 121.5-only units.

Quote: DaV8or Lots of other folks like to take chances with engines just to save a buck.