kortopates

Agreed, the throttle distance is proportional to the altitude or ambient atmospheric pressure. It just really isn't possible to explain how to set optimum WOT in Carb'd C/G model in cruise without writing a paragraph to explain objective and technique.

Determining/calibrating Fuel flow and tank capacity are two different independent variable. You can't infer one from the other. To determine tank capacity, nothing short of draining the tank empty and fueling it to the repeatable "full" level like the full point stated in your POH; and taking into account unusable fuel if starting with a totally dry tank. To calibrate fuel flow, its a matter of comparing the reported Fuel Used against your fuel receipts but to get accurate results you need to minimize error by starting the process by filling to repeatable "full" level (on level ground), burn through about 100 gallons tracking fuel used and added, and then fill one last time to the same repeatable fill level and then compare total fuel used to total fuel receipts. Then adjust your monitors K-Factor.

Of course, the throttle plates are backed off just enough to add turbulent air flow to improve mixture and even out EGTs but not enough to significantly reduce MAP, so still in the regimen of WOT.

Typo? I assume you meant do better to cruise at WOT which is true for all engines, subject to limitations. All the marvel-schebler carbs have the Economizer circuit that enriches at WOT but it only works down low and probably does nothing by around 3K and higher.

I'd hold out for FIKI on a 252.

Yours is protected from icing by being in a NACA duct, which is why the vent has to bent to keep in the profile of the NACA duct; otherwise the duct can't protect it.

My understanding is that is true only if someone else, like partner, is flying it. The corporation will not protect the pilot flying from any liability exposure. Which raises the question of whether there will be others partners to make it worthwhile to benefit from the protection. Not lawyer or tax professional

Paul is doing great, he was kind enough to come by the MAPA PPP in Denver to say hi. Although not on Mooneyspace, I do see him post quite a bit on Facebook so @FloridaMan should be able to ask him there

I missed that line below the airport code - thanks. it helps a lot, but the list displayed doesn't give help give a reason for clicking on one over another.

You should consider Lycon in Visalia too - one of the premier engine boutique shops and near you. But not quick at all.

I would strongly advise the family have the plane sold through a professional broker like Jimmy Garrison. He’ll not only know how to price it, but can deal with any issues that might need to be dealt with before sale is complete (such as if it’s out of annual); including the sale. You have a better idea from how serious the stroke was if the owner will be able to recover enough to fly again; but most often not. Sent from my iPhone using Tapatalk

Unfortunately, this is too simple to be useful. It has no search capability unlike fly2lunch. Just very basic ODBC lookup one airport at a time. What is needed is a simple map interface to see restaurants at their airport location. Sent from my iPhone using Tapatalk

Additionally, they are held accountable to follow their procedures which include QA checks among other things that help to ensure quality.

Not only are accessories not included in their base prices but from what I see folks spend a lot more money before the engine is finished. I’d say minimal too. The shop isn’t a repair station either which is a important difference IMO. Sent from my iPhone using Tapatalk

I don’t know about that. I couldn’t imagine buying a toy with a loan. What I’ve observed is folks buying their plane as a part of their business are more likely to use a loan and depreciate it, but not those of us that can’t claim any business use. As such interest rates won’t matter much. Sent from my iPhone using Tapatalk

As Eric said, you need to do what's best for you. You don't have to inherit the Corp or LLC by buying the stock, you can also just buy the plane from the Corp/LLC which is more common. Its also not true that this is done to avoid sales tax, because your Sales Tax liability (or property tax after sale) has everything to do with the State and county where it will be based at. For example, in California it would do nothing for you except protect you from liability only when a partner in the Corp/LLC was flying. But won't protect you when your the pilot. And if your the sole owner, the only thing it may do from you is hide your home or business address from being displayed on your FAA registration. So I'd highly recommend speaking to a local tax consultant or CPA to get advise to fit your needs. But personally I would not be interested in buying the Corp/LLC, just the plane. I am pretty confident it won't save you from sales tax in FL either but we have lots of folks in FL that can share tax details in FL.

Yep, perfectly normal. Sent from my iPhone using Tapatalk

Someone is terribly miss informed!! Absurd! MP measurement isn’t effected by the Merlin.

You didn’t say what engine model you have. A hydraulically controlled wastegate such as in a 252 and Encore will see variation in max Map based on oil temp - not air temp. It will under boost with hot oil (above normal) and over boost with cold oil. You’re probably seeing normal effect from hot oil. Sent from my iPhone using Tapatalk

Just min oil temps are specified for the K's with 75F for runup and 90F for full power/takeoff. Bigger 550's do specify a min CHT but not the TCM TSIO-360's. But otherwise excessive ground running is more along the lines of worrying too much about getting max FF, max boost and max RPM perfect by running it at high power on the ground to get these set; or even high speed taxi runs to build confidence. Getting them into the ball park will enable that first flight to be done safely with the option to abort once going to full power you do see anything not in the ballpark (overly lean mixture etc). But the fine tuning should be delayed till after the first flight IMO.

exactly, it's can also be misleading to look at a single EGT since only when you look at them together can you get an understanding of the degree of noise. Their is a lot of variation there and depends how carefully your probe wires were routed without being bundled with or adjacent with ignition leads; a large source of noise.

Of course, the manufacturer bulletin details multiple startups to quickly verify everything; especially leak checks and mags. But you want to minimize your ground running as much as possible before taking off. Sent from my iPhone using Tapatalk

no, pressure builds to force baffling to give, causing leakage till pressure drops and baffle seals again, cycle repeats endlessly till change in airflow pattern. Pretty common actually, many have them but quite small if you look closely. regular small perfect fluctuations only in level flight can also be caused by AP as it ever so slightly pitches up and down to maintain altitude- not these those. Clarence brings up another source of these with the inner baffling to verify their security. Sent from my iPhone using Tapatalk

Just like Tom did, talk to your tower and orbit a ~1000’ above their Delta. i’ll do 2 hrs as well if all is looking fine. 75% power or higher first hour then alternating 65-75% second hour. As an example this is very doable below the Bravo in my SOCAL airspace. See the manufacturers service bulletin on break in procedures and don’t baby the engine as well as avoid ground running it if it’s it’s first run. Sent from my iPhone using Tapatalk

not a probe issue but baffling. 3-5f fluctuations are very common but 10F warrants investigating. It may clear up just removing and re-installing upper cowling if a piece of flexible baffling got pinched or pushed back. make sure baffling is tight and sealing well against upper cowling. Sent from my iPhone using Tapatalk