Shadrach

That sounds like it is turning over but not firing (combustion). Do you have Shower of sparks (SOS) or an impulse coupling? When my ignition switch malfunctioned, I lost the SOS. For some reason the engine would start ok when cold but was next to impossible to hot start.

If it’s not firing at all, I suspect you may have a bigger issue. You didn’t say what you did in attempt to start it. To shutdown an IO360 it should simply be pulled to idle cut off at ~900rpm. To start back up, simply turn the key and enrich the mixture with the engine fires. If that’s not working, something else is probably wrong.

Fuku tu…

“So what if” is that his Idle mixture is out of spec. His mechanic is likely familiar with the continental fuel system and has identified a potential issue. I think you’re misunderstanding how the fuel system works. Idle mixture adjustment is independent of full throttle, max manifold pressure, fuel flow. Both are affected by fuel pressure which is affected by engine RPM. Idle fuel pressure is unmetered and is controlled by a low pressure relief valve. High max power fuel flow is metered and is adjusted separately. The system must be set up in the correct sequence. While one aspect of the system can affect another, I think you’re assuming correlations that need not be correlated. Also, It looks to me like Continental specifies 25-50 rpm rise for all engines except for the IO240B. My review of the manual found nothing about compensating for field elevation during set up, though it’s possible I missed it.

Are generators as susceptible to damage when starting on a dead battery as alternators?

That is my plan. While I dislike it, it’s cosmetic only and low on my list of priorities.

Like you, I would not fly with a fixed shoulder belt tightened down. It would come off in cruise. I sit far enough back that leaving it on would make some things difficult to reach (fuel selector, center vent, cowl flaps, footwell cubby, right side panel items like the transponder, JPI, etc…). I could stretch to get some or all of those things but the restriction is real. Nice to not think about it. Also nice to not have to worry about getting back on and tightened if I need it in an emergency where I might be distracted.

Mostly because it’s click and forget. No restrictions in movement. Inertia reel for the right really does suck for rear seat egress/ingress. I’ve used fixed belts for the left seat in other planes, works just fine. In terms of user friendliness the delta is small.

I was hit by a Dust devil in Utah while driving a UHaul. When it was over, I was one lane over from where I started and greatful to still be on pavement. Can only imagine how bad it would be in an airplane at low altitude.

I’ve never seen Juan do anything questionable. He pretty much states the known facts and provides additional background and clarity on what’s being reported.

I have similar rash on my right aileron from a cabinet door blowing open during pushback. I was quoted $3500 to reskin it back in 2016. I passed. When the plane gets repainted, I will address it then.

Are you perhaps confusing Juan Brown (Blancolirio) with Dan Gryder (Problem Cause)?

I thought the same thing. If I recall correctly, the Buffalo crash also involved a flap deployment.

I’m not a pro, but it looks to me like “George” was doing the flying until the conditions (icing?) degraded the airfoil to such a degree that it required inputs that exceeded its capabilities. The human crew was then presented with an unsalvageable mess. Significant groundspeed degradation over about a 2 minute span before departing controlled flight.

I just check my POH and it says 18.6 on a standard day. So @Ragsf15e is about dead on.

On a standardish day? Around 18gph.

That is flat. What year? I imported a Canadian E91 with the N52 six. It feels very linear. It’s proven to be robust in the extreme after 15 years and 220k.

My peak EGTs vary quite a bit from cylinder to cylinder. 3 will break into the low 1500s, 2 tops out around 1470°. I don’t lean on 1 and 4 so I don’t remember where they peak. Full rich everything is low 1200s (used to be high 1100s but my servo is middle aged). All my cylinder are a minimum of 230° ROP when full rich at sea level. I wish they were a little richer. While probe certainly affects max raw temp. The number of degrees from peak to full rich should be accurate.

Like I said, “much above”… 1530° is top of the range. If that cylinder is 1370°-1380° at full rich, than it is only 150°-160° ROP at SL and full rich. That is suboptimal and I am surprised you’re not encountering elevated CHTS.

I doubt that. An 8.7:1 Lycoming won’t generate a peak EGT reading much above 1500°. If you we”re seeing 1390° at full rich than you’d likely be less than 150° ROP

That is a nice, usable torque curve, that surely makes for a fun driving experience. A torquey, high revving, NA engine mated to a good gear box can be sublime. However, that is not a flat curve compared to forced induction engine…the tuner was starting the runs at 2000 but peak torque is available at 1500rpm. Posting Auto torque curves = Maximum thread drift accomplished!

I operate well within the laws of physics. The edges make me nervous… Those of us in vintage birds have to developed work arounds. I had never done an ascending forward slip until I started flying Mooney. With no speed brakes cross controlling is a regular part of my flying around small dromes with smaller patterns and shortish runways.

It has two turbos. Not the only way but certainly the most prudent way to get that kind of power.

Cry me a river...my Vle is 120mias and Vfe is 100mias.

Indeed. Volumetric efficiency remains nearly constant regardless of piston speed. Same push for every power stroke all the way up...