1964-M20E

Do you have the log book on the prop? Has it ever been reworked and shortened? How many hours since new and or overhaul? Where are you located?

Roof tops are already crowned with HVAC systems, antennas and other miscellaneous junk. Adding space for quad-copters is not going to happen soon. There are fewer rooftops than parking garages. Having flown helicopters iont some tight area and landing on helipads on rooftops you will need a decent size spot to do it. I like the concept but in reality just like aviation I think the cost benefit ratio will keep it a small market. If I had the space to land a helicopter at my house I'd seriously consider having one to commute to work since there is a public use heliport right across the street form my office. Now that would be neat. I would still subject to fog, and thunderstorms though and then I'd have to travel on the ground like all the other minions.

I'm neither an A&P nor an IA but I say minor alteration. JMHO

One way to look at it is when you turbo charge or super charge an engine you are increasing the compression ratio shoving more fuel and more air into the cylinder to produce more HP. Like mentioned above lowering the compression rations increases the volume of the cylinder so you have more space to put the fuel air mixture in at a given boost pressure. I'm only an electrical engineer not mechanical but I'd still like to have a TN on my F (25 to 26MP at 12,000ft would be nice) but it is not worth the cost of adding it. Of course with any engine there is point where you cannot increase boost any further without destroying the engine. Look at drag racers the supercharge their engines to the max but they only get about 4secons between overhauls at WOT. That would get you to the end of the runway but wouldn't make for a long flight.

I can live with the law of conservation of energy. I'd like to get penalties for violating the law of gravity repealed and I would like to have selective enforcement of gravity then all of your energy is used to get form one place to another and nothing to keep the pane in the air or get to altitude.

Pretty much what you said. Yetti Occasionally there is a more challenging landing where you were too fast, too high, ATC requests that made things more challenging or a stronger crosswind than you have landed in a while but you pull on your training, experience and make a good landing.

Any place to stay at 24J looking for a stop point if I leave Thursday evening to avoid having to leave at 0500 Friday morning. I think they shut down the airfield at 10am correct? Never mind my buddy cant get away from family duties until 10pm Thursday night. I have no intention of launching then.

Wonderful place to go I made it there before he closed it. I wish it was profitable for him to keep open. I think marketing was his biggest downfall. Riding past you think it is just airplane rides and nothing else.

yes

I do an 8 count and it usually starts right up with little or no problems.

Restarting in the air after running a tank dry is not an issue I've done it several times on long flights. The injected engines in my experience usually quit pretty quickly when out of fuel since there is no fuel bowl like on carburetors. The engine continues to spin at RPM no starter is needed. Close throttle (so you don't get an engine over-speed when it gets fuel), switch tanks, boost pump on she will fire up quickly advance throttle to previous setting adjust mixture for cruise if necessary. You may experience some roughness at first but that passes quickly and could just be imaginary. Oh also warn your passenger that it is coming so they don't have a heart attack. I've been able to catch it pretty much as soon s the engine start to lose RPM knowing it is coming.

Never bothered figuring out what I burned during decent. Heck, I'm there at that point and as long as I still have my minimum reserves when I land. When I begin my decent I nose over and trim for about 500fpm decent (about 170IAS) and I'll throttle back to check MP at 24" and adjust mixture as necessary. On a visual approach 2 to 3 miles out I'll reduce MP to about 14" and let the plane slow down to enter the pattern reducing to about 10"

16.5 GPH is about what you should be seeing an takeoff. As you climb higher especially above 3000 you will begin to lean the mixture. I will start leaning between 3000 and 4000 just a little at first. Climbing to 10000 generally with my fuel flow meter will show about 6 to 7 gallons used once I level out. I start flight planning at 10GPH average shorter flights 2hr and less usually right on the money. Longer flights leaned out I average around 9GPH. Since you do not have and engine monitor and fuel flow yet get get one. There have been many discussions regarding them use the search feature. I like the Insight G2 because that is what I have any manufacturer is good just pick your poison. The engine monitor will allow you to lean your engine while in flight very consistently.

Vortex but put white on top for hot summer days.

No just her head.

oh just remember relax and use the force Luke

Sweet Unfortunately we won't have our WWII vets fro much longer.

I don't know about you guys but in my experience on other forums we have a good active group here. There are other forums where you might get 2 or 3 post a week and that is a lot for them. Now maybe I have just joined some really rare or odd forums and yes they are aviation related. I know one of them has a really limited nubmer of aircraft out thee so you don't expect much but they will go months with no activity.

Heck anybody can land an airplane what's the big deal? Of course if you want to use the plane again that gets a little more difficult. Anyway congratulations on taking the first steps to becoming an aviator. You will come to understand what is going on more and more. I remember my first lesson trying to steer the plane with the yoke on the ground and no clue what was going on with the radio, starting the engine any of that. By the 4th or 5th lesson I was pretty much in control of everything and the instructor was giving verbal guidance only. I learned at a towered field which I think was good because I was never afraid of the radio and talking to the tower or anyone else. Power on stalls they were interesting at first I thought the plane was almost on it back though it really wasn't and I thought the plane was not going to stop until it hit the ground.

I like my sky-radar as well and I have been flying with it for about 8 years now but even that is a strategic resource for the big picture not tactical.

A little over a week ago we had a severe line of thunderstorms pass through New Orleans causing tornadoes and other damage. They estimate it was an EF3 tornado that touched down in New Orleans East and it did extensive damage to buildings. I had no damages I was not in the area and a couple of planes tied down outside at KNEW got tossed around and damaged. My office which is on the 26th floor has a clear and unobstructed view of the area where the tornado struck about 10 miles away. I was listening to the radio and they were telling listeners exactly where the tornado was and I knew exactly where they were talking about and I could not see anything but some heavy rain while scanning the area they were talking about. I had clear visibility until the rain. The point I'm trying to make is the tornado from the "air" was invisible and hidden by the rain and clouds. There would have been enough reds and yellows on radar and predictions of bad weather to keep me from flying in that area to begin with but be careful out there when flying though clouds they hide some mean stuff.

Hey we could always institute Roberts rules of order and each person only has one time to talk about a topic. Actually I say leave it alone. Topics cross lines and there are times when a topic should be in another area but it's not no big deal.

I missed that what ADSb function is he loosing? I have the 540 and the APX322 remote mounted transponder and I'm transmitting ADSB out.

While not mounted on the engine the coil side of the electroair ignition wires use uses the same type of connection as the automotive spark plug. I wouldn't have any second thoughts about the plug wire connections.

I've bugged them already too. I'm even looking into trying to go a field approval route if the FSDO lets me. E-Mag is the way to go simple easy instillation no jumble of extra boxes and wires running around in already congested spaces. I'm not associated with them just like their system. If I were associated with them I'd probably have one already for testing.