Bolter

I think tire choice can affect this as well. The Goodyears have stiffer sidewalls than some of the cheaper options. Provides a little more support when flat.

It seems the LADD program prevents the FAA from sharing data with private companies, but that will not prevent ADS-B "listening sites" from collecting your data and feeding it to The Collective. I think that is where a lot of posted data is coming from. You would need to pair this with the dotcom flight names.

It is great that to see that you have kept this piece of history airworthy, and I hope it continues with the next owner.

Your tail number shows as a Georgia LLC. Are you sure they do not just base their business in Montana and register you in your home state? This LLC traces back to Briar Patch Lane.

The US has more affordable and less regulated living. We DO while they spot.

I lived in the Valley for over a decade, during which time the Shuttle was still flying. I cannot recall how many times the Shuttle was diverted to Edwards, and we would hear the double boom as it flew over us. Could not see the Shuttle, but even within the office, we could definitely hear it.

There are numbers. I added the notes in red by looking at the scales on the chart and drawing lines. You are welcome. On this chart, Lycoming provides values for delta-T for EGT and CHT and then values for %-power. BSFC is the only thing without units. As noted this is for relative performance, but you can still begin drawing conclusions on where the highest thermal efficiency is, and what your power compromise would be. You do not need fuel flow, delta-T is just as useful to find your place on this chart. You can estimate FF from the 15xGPH estimate if you like. Regardless, this shows there is a maximum engine efficiency point (BSFC) at 20° LOP. You state LOP'ers claim leaner is always more efficient, which I do not think is true, but is certainly not an engineering answer to your own question. Your question was about efficient flight engine operation. In your test experience, you found loss of drag to be the bigger element of LOP flying. That may be true, but you asked about efficient flight and engine settings, and there is an answer, even in this chart.

This shows some relationships of power-mixture-BSFC (from Lycoming)

I have never seen anyone else on this board lose multiple probes on the same cylinder in a short time. Random idea 1) I would wonder if the diagnosis is correct? Maybe the failure is on the other side of the connector? Maybe a bad connection that gets closed again with each repair, then vibrates open. Was the probe swapped to another cylinder to verify it was bad? Random idea 2) I cannot imagine that the thermocouple is not rated for ample margin over the predictable range of exhaust temperature. But the temperature capability may just be the tip. It may be that it is getting hot in the wrong place because of an exhaust leak around the tip, and hot gas is overheating the part that is intended to be outside of the exhaust flow. Measure the hole, and see if it was overdrilled a small amount in the past.

I was friendly with a fellow J owner at my old airport, WHP, in Los Angeles. He tried to convince me that rolls were fine as they were positive G maneuvers and the G's could be kept low. He did it all the time, he said. Offered to fly with me and show me. I politely deferred. He was the same guy who scud ran into a local mountain a few years later. I was saddened to see him go out that way, but not all that surprised.

I swapped in these on my J, and have not regretted it. Now I leave them on all the time, like the landing light. I have not paid attention to dimmer circuit. I will need to do that on next night flight. It is possible that as approved drop in replacements, they put a little resistance? -dan

Straying from the intended topic... the person who did this was George Selden. He had the patent (before Benz's car) and was collecting from every wannabe auto manufacturer for a long time. Not a historian, just a nerdy pilot.

If you crack the line at the master, you can see if you can flow that far. Then progressively tighten and loosen fittings until you find what is blocking your flow. Maybe old debris acting like a check valve. Maybe flush lots of clean fluid top-down, so you have cleared the lines before filling bottom-up. When I was chasing air leaks in my brakes, hoses that looked good turned out to have little flaws. I replaced 2 during the process. Just remember brakes are not required for flight :-)

Based on what I paid my shop, I think your job would be about 1000-1200 labor for a single cylinder, 8 plug swaps, and 2 EGT's. Cost would vary if the EGT's were on the same side of the engine as the cylinder, as you would already have the wires unbundled. For background, this would be a big shop with a staff, significant equipment and hangar space, and an MSC. A small shop could be more or less, depending on how they track their time. Just a customer, not an A&P.

That piques my interest. what is an example of a "bad broker strategy"? Is it appropriate to discuss on a public forum? As you are my broker, I am not directly worried :-)

@KLRDMD Can you expand on this? Do you mean if the winter weather is IFR, do not go, you can count on icing and other bad things? OR are you discouraging filing IFR to get into the PHX area for some reason? I have filed IFR into PHX area multiple times without issues. -dan

What is viability of using a portable 12V battery source through the cigarette lighter to power a minimum of instruments in case of electrical failure? I am thinking of these portable jump start packs. As long as you keep current below the cigarette lighter's limit through judicious use of off-switches and circuit breakers, I would think you could keep a G5 and a turn coordinator going for quite some time, before consuming the G5's backup.

I will attest to this...heard you on SEA CTR on Sunday evening, a flight of 2. I was on with ATC, coming back from California, and I recognized your tail number.

Same for me. Even with a clean lens.

@tomgo2 The website says: "For those aircraft that are outside and exposed to the elements, inflatable door seals eliminates water intrusion and creates a weather-tight seal for year round exposure." How do you inflate the seal from outside the plane when parked? I am thinking of the manual model, in particular the Deluxe, as I like the idea of keeping this easy for the Pilot to control rather than mostly accessible for the passenger.

When I see these ridiculously priced items, I suspect there is some money laundering or something nefarious going on.

Risk decisions.

They do not need to solve the power and weight problem. Just the communication required to get all the data to the AI on the ground.

The need for socket depth is not the overall height of the plug versus the champions, but having a relief in the right place so the socket will reach down to the hex part of the plug. I had to get a different socket when I went to Tempest. Some fit, some don't. However I think if it fits the Tempest, it fits them both.

I do not know if this also myth/stigma, but I have read and heard that the V-tails tend to have an oscillation in flight that the rear pax will feel. If this is true, not a good choice for long trips with an already hesitant passenger. -dan