kortopates

1) the colder winter air is more dense compared to warmer air, so can produce more power at a higher egt. 2) concur, lower rpm is smoother (especially LOP) and kinder on the engine, but they approve cruising at redline in the operating manual which was the input to the factory for the POH. Sent from my iPhone using Tapatalk

Maybe but why? For my $20 i got 2 copies of each STC printed and filled out with all the information i provided them! All i had to do is sign to approve it and mail a copy to OKC. That saved me a lot more than $20 in my time to fill out or for most owners to pay their IA to do the same. Sent from my iPhone using Tapatalk

If you don't want to fly at least in the upper teens and higher you won't get a benefit from an aftercooler since your CDT won't be high enough to ever restrict you. The aftercooler really shines in the flight levels.

You must have the TCM position tuned injectors then, which more typically yield 0.6-0.7 GPH - rarely 0.5 but occasionally 0.5. I've seen hundreds of these and no one with stock injectors that can get a verified repeatable 0.3 GPH spread

just an FYI, for the future, money has nothing to do with your inability to find an avionic shop to repair your instrument. The fact is, only an instrument repair station that has capabilities for your instrument can overhaul it. that won’t be an Avionics shop. There are many instrument repair stations around the country. Sent from my iPhone using Tapatalk

Something is not right you should have localizer signal on the runway and including as you taxi off up to 35 degrees off centerline. You should have GS down to instrument landing zone abeam the GS antenna and vasi/papi. Sent from my iPhone using Tapatalk

Dipstick as its the only measurement we have. We can only guess what's "in the engine" and we'll still be wrong because it will depend on how long we wait for it drain down where its its measurable. Forget about what's "in the engine" (its unknown and not measurable) and just go by what the dipstick shows when the engine is cold before first flight of the day. All while realizing there is more oil in other parts of the engine that are not measurable and don't count towards the minimum oil. You don't have to worry about your engine oil just after shutdown. The best time to measure it is when its cold just before flight. With the caveat that if your oil consumption is abnormally high and you are doing a long day of flying, say a couple 3 hrs flight and therefore need to make sure you have more than the minimum oil for the next leg and then measure the oil hot and assume its reading about 1 qt low from what it would be before adding another quart. Here are some more details on this from Mike B https://www.aopa.org/news-and-media/all-news/2016/november/15/checking-the-dipstick Additionally I'll comment that IMO too many people get carried away with optimizing oil consumption to a minimum. But remember oil has 2 purposes i) lubrication and ii) cooling. Don't get so carried away in reducing oil consumption that your running perpetually with low oil such that areas are running hotter than they should be with more oil in the sump, such as valve guides.

Will you are over complicating it or over thinking it. The dip stick is very simple, it measures how much oil is in the sump! Not the engine. it’s entirely normal after doing an oil change and filter that after you add 8 qts - into the sump where you dip stick should also confirm 8 qts and then after you run to leak check the oil level in the sump will drop to 7 qts. 7 qts because the oil filter was empty till you ran it, which is between 1/2 to 3/4 qt and after running it you have at least 1/4 qt in addition to oil filter in other places. The oil stick was never intended to tell you how many qts are anywhere else but the sump. The only time you can validate the stick is accurate is after draining all the oil in the sump during your oil change and then add x qts of oil and your stick should show x qts. Sent from my iPhone using Tapatalk

Your idle mixture is entirely independent from your max fuel flow set up. However after adjusting one end the other end needs to be re-checked and adjusted if need be. If someone merely raised your max fuel flow set and didn’t check your idle setting it could leave you overly rich at idle. But that should be fixed if your idle mixture is out of adjustment. And it’s easy for the pilot to check that too. It is normal though for any engine to benefit from leaning after startup and more so the more above sea level. Sent from my iPhone using Tapatalk

It doesn't always work but it has saved a great many cylinders for us and you have nothing to lose trying it. Here is one of Mike's articles explaining both the ring flush and valve lapping procedures: AOPA_2024-03_ending-the-war-on-jugs.pdf Here is a current link to the procedure details and recipe for the ring flush solvent savvy-oil-control-ring-solvent-flush.pdf

these are on a 252 but should be the same, there are some nuts missing as these were taken during a removal or installation Sent from my iPhone using Tapatalk

I think they’re bicycle handle bar grips. Sent from my iPhone using Tapatalk

The DFW/Alliance PPP is going on with 23 pilots and Mooney’s as far as the eyes can see. Sent from my iPhone using Tapatalk

Only what i would refer to as light LOP with a few notable exceptions. Sent from my iPhone using Tapatalk

Although it really wasn’t up to Jacques after he was gone. The fact is that the Continental 550’s are amazingly more efficient than the Lycoming that can only barely run LOP, with few exceptions. While the 550’s do LOP incredibly well. Not that i would, but pilots find they can run 100F LOP smoothly! That supports excellent range and endurance and is why almost all the others manufacturers use variants of the Continental 550’s for some time now. The notable exception is the Lyc TIO-540 350 HP used in the Malibu which is a good LOP performer but in a different class. Sent from my iPhone using Tapatalk

I know Ralph is doing a night flight tonight with someone but there will be opportunity to fly Friday night as well.

Put your monitor in Normalize mode while in cruise and it will be easy to see as erratic EGT changes. Misfire comes in all degrees from barely noticeable to change in underwear required rough.

You folks are working to hard with database updates. If you have a GTN, take advantage of the FS-510. No more messing with DB cards that no longer need to come out of the unit. With the FS-510, all the data downloads to Garmin Pilot which then transfers it via wifi to the GTN. GTN then synch’s it with all your other Garmin devices seamlessly. Don’t have a G3x, G500Txi user here , so if the G3x doesn’t synch i imagine this may not work either but anyone interested would have to check on that. But works well with my 2 GTN’s, G500 and GI-275. Sent from my iPhone using Tapatalk

50F ROP is maximum CHTs, about the worst place to operate an engine. Richer would have brought the CHTs down on the ROP side. But LOP is coolest. Sent from my iPhone using Tapatalk

Unfortunately nothing under $139K Sent from my iPhone using Tapatalk

85+ is also going to work out great for the J since Vg is above that till its lighter than 2300lbs, but in the J not really concerned about a minimum slipping speed like the K's and up.

Quite a chilling story Don! thanks for sharing. Sent from my iPhone using Tapatalk

I don't know, I am sure its possible but after 25 years of flying is lots of precipitation at all altitudes in our 252/Encore I have not gotten a single crackle. But I am also not flying up at the artic circle either. An earlier 231 I had did have them so I wondered if they did anything, but I am not planning to add them to my 252. There is no requirement for them either.

Good point, I do practice with students at safe altitude to determine what their altitude loss is doing a power off 360 turn at a 45 degree bank. We wait till 5K AGL pull power and then count for 4-5 seconds to allow for the startle effect, But instruct them climb out at Vy to Vy+10 to 15 kts. Never Vx, I think its real clear that you don't have 4-5 seconds to push at Vx since at Vy 4-5 seconds is on the edge (hence why using 5000 agl to practice this). Then we double the pilots altitude loss and add another 50% . After practicing this 3 times, with typically each try improving, we usually arrive at 800-900' minimum altitude. Then we'll test it out, climbing out into the wind, wait to the minimum altitude, retard the power, count 4-5 sec and start the turn. Almost always its successful with a little wind. A lot of wind the challenge flips to getting down without building up excessive speed, so I encourage slipping at best glide (min of 85+ kts) and adding drag once the pavement is guaranteed. We discuss landing gear up if we don't have adequate room to rollout to a stop or landing on a rough surface that we don't expect to be able to control direction and safely rollout.

Thanks for reminding us all that the most important step is the first step to brief the emergency plan, such as if you don't have enough speed before the halfway point to continue (vs run off the end) and if you should loose the engine what you'll do and at what min altitude. Its not having any plan that often leads to things going very bad including a stall spin. We all have to be mentally prepared to do what's necessary. Many fields don't have any good options, but nothing is worse than stall spinning in from not pushing at the loss of engine power.