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I havent thought about exactly how i would land with a WOT Could just go to a long runway and kill the power half mile out .. Kind of like landing at some class bravo airport where they tell you to keep the speed up. Or could run an extremely lean mixture so that i am not developing a lot of power as i come in to land - dont care if its running rough a bit on final approach, i can always get it back with the mixture.

I would vary the throttle and see if airspeed changes, so at least i have throttle control and its not stuck in WOT. Just land at an airport and get the gauge fixed. If airspeed does not change, the throttle is stuck in WOT. That will be a bit more troubling when coming in to land. As to why i would let a mechanic determine that I know that when the throttle cable breaks the default position will be WOT.

I am in fitchburg mass and my on-field mechanic never mentioned unlimited aero as a great overhaul shop .. they maybe good but not sure if they have any reputation yet. I'll be sending to penn yann (free shipping for what its worth)

Yeah thats true since the great circle is approximated with many short lines. Realized later the earth movement doesnt matter unless one is in space. The atmosphere happens to move along with the earth at the same rate, so the eart doesnt move underneath us

What about a bad probe? Can timing affect temps in one cylinder only?

Was told to use aluminum foil tape which works .. I was running 160-170s in the winter months before the tape also ..

AcclaimML - sorry for beating a dead horse .. but you might want to visualize the air you fly in as a river of water for example. If you are sitting in a small boat in the river and not rowing, you will move at the speed of the water current. You will have a non-zero speed relative to the shore .. But its not because the water is hitting your boat .. Its just that the entire body of water with you in it is moving. The yaw that you have to correct is because of p-factor, engine power output and aiframe characteristics. The water analogy also helps in cases where you want to visualize turbulence by thinking of wind as water rushing at things like mountains. You can then expect "waves" and rotors on the leeward side much as you would see in a real water wave. Another reason this is confusing is because we fly in one frame of reference (namely the sky/air) while we measure our flight progress on another frame (namely the earth) and these two are moving with relation to each other (wind). For example, if you want to drive from boston to austin, you always drive along a fixed route without making any "corrections". That is because all the movement is being done in a single frame .. namely the earth. If however, you were in a spacecraft and you want to fly from where "in space" boston is at now to where in space Austin is now ... You can draw a straight line that is connecting the two points and start flying. Just to make this plain .. assume you have a slow spacecraft and it will take you 8 hours to cover the distance, so by the time you reach the end of your plotted course .. Austin would have moved away because of the earths rotation. So you will have to apply some "correction" to time your arrival in such a way that by the time you reach the end of your course, austin would have moved into position underneath you. Note that there is no wind hitting you in space .. But the earth's rotation behaves like wind in our day today flying. We are again using two frames of reference that are moving with respect to each other. One frame is the earth, the other frame is spaceinn which we are flying and the two are moving with respect to each other. As i am typing this I think I finally understand why my GPS DTK keeps changing on long cross country flights. Althouugh i start out flying the magenta line, the earth and my destination keep moving and i keep getting a modifed DTK.

If foreflight software is not meant to work with the garmin device .. It just wont work. Not that there is a technical reason for this .. Its just that one or both companies have decided not to play with each other. Similarly i dont like how adsb receivers are now tied to a particular company's software. Having said that .. I have had no issues with the ipad gps at the altitudes i fly .. 7500 to 11500. I have even received good and continuous signals at 37000 from an airline window seat .. However it took some time to lock on and the ipad has to be really close to the window .. Because of no clear view of the sky from the tiny windows.

Same here .. No problem with pre-heater cables plugged in for 8 hours before every flight in the winter in the north east

Thanks for the responses.. Going to try kpne .. Just never seen Philly, so just visiting

Can you guys recommend a good airport to land at for visiting downtown philly ? I am mostly interested in easy access to the city, preferably public transport ... Thanks

I have the reverse experience - even if I drain for a day or longer - when I loosen the filter I still get some oil - not a gush but a steady drip drip from the engine pad where the oil filter connects ...

Are you sure they are specially strengthened? I cant find anything on that online and they flew a whole bunch of different types of planes in there.. Hopefully someone who flew those planes or knows someone who flew those planes will chime in Furthermore, i see no lightning at all in the system and the cloud heights are relatively low (< 30,000 ft) ... Just lots of rain and wind. It is strange and interesting ... It seems very different on nexrad compared to lines of thunderstorms ... I guess i'll keep watching as the system moves.

Concorde - no issues with starting even if left idle for some time and still going strong after 4 years Disclaimer - never had gill so cant comment

Wow good thing you pulled the engine, finding those in the oil screen would be a serious concern to me. And really there is almost no way to throw a ball into the engine while filling oil with a funnel it would have rolled out of the funnel as soon as you moved it

What kind of weather is seen in the hurricane proper and the eye wall? Are there thunderstorms? Probably not because all the NOAA planes fly into the hurricanes all the time... Not that i plan to fly in it in the mooney ofcourse, but just curious since flights are made into them and thy dont seem to be specially modified ...

I want a space shuttle before i launch into icing conditions <sarcasm> still caution is warranted.... Its not just the wings that ice over... Whip antennas will ice over and bang against the airframe like some freak monster .. Fuel vents can ice over and stop you from flying with perfectly clean wings ... You could just collect a lot of ice on the unprotected surfaces enough to make you go slow and heavy and disturb airflow over clean control surfaces High climb angles will expose the underside and vents to icing etc etc... But with a protected plane you will have more options for sure, FIKI or not Key is to be sure of areas that do not have icing ... So you have a backup plan

Thanks for the info, but i switched from 15w50 to aeroshell 100 to test out the copper theory. What happened instead is that my iron doubled for no apparent reason from 26 to 49. Copper stayed the same. I think i do have a problem with the oil cooler maybe, but i am not too worried about that yet. The iron i am thinking is a fluke reading from the lab given that none of the other metals changed and there were no changes with how I fly or how it flies. Will see what the next sample says. Both samples were taken at 25 hours. To make matters even more variable, i have switched to exxon elite 20w50. Lets see what happens with that one i plan on staying with exxon for the remainder of the engine's life.

I used some outfit called aviation oil analysis.. Bought the prepaid sample stuff from aircraft spruce. I only bought the airplane at 1700 hours, so havent had too many opportunities to do oil analysis. Previous owners had done analysis in 2008 at 500 smoh and the numbers were in line with what you mention. I will do some more trending and as long as the trend is stable, i wont take any action.

Agreed but paper plates are not geo-referenced Hence the backup electronic gizmo

No flaps most of the time - unless the runway is short or has obstacles - the extra stall protection is worth it when flying close to Vx. But I wouldnt use it for all takeoffs - because the aircraft seems to jump up like a suprised cat jumping on all fours ! (yes I pull on the wheel before 60 KIAS) The rotation is much smoother without the flaps and you can keep adequate speed above stall with a long runway and no obstacles...

I am curious as to what people's oil analysis results for Iron and Copper are? I have only had 2 oil analysis results - so no definite trend established yet - that too with different oils both time (aeroshell 100W and aeroshell 15W50). Hence I am not so sure whats normal and whats not. My Iron count was 49 and Copper was 22 - both supposedly green - but wondering what other people see. My engine is about 1800 hours old .. Thanks in advance...

Sorry for belaboring the point.. But its just an illusion, bright objects appear closer. However, i do acknowledge i do not know how close that particular meteor was to the aircraft.. Could have been close indeed..

Lol. Have thought of the same thing roaming around in Florida

Sorry - more nitpicking but does it really matter which wire connects to which for an incandescent light bulb? Its going to light up regardless - maybe not for the boom beam... Good uggestions for onnectors tho.. Thanks!