Bolter

Thanks for sharing that. I am starting to learn how to use Skew-T. I found this NOAA direct source also: https://rucsoundings.noaa.gov/gwt/

What was the time frame for this "quiet" change to the Champion design?

I have landed at HND and VGT, depending on my plans when I get to the city. I have contemplated LAS, as local pilots have told me they were in and out reasonable prices, like for under $100 for fuel and fees for a night. YMMV, but I called the FBO's and was quoted something well beyond that (over $300 for 2 nights) for both FBO's listed on Airnav. Which was what I expected. I would like to hear someone has confirmed lower prices. Or you can paint your plane white with a red stripe down its length, and then you can park at the special GA terminal. :-)

A small PIREP...It is just like installing a protector on a phone. Being familiar with those, it was easy enough to install on my G5 (HSI position) while flying a long stretch enroute to OSH this year. Protection from possible impact damage when working in the plane and being clumsy is what I like best about the protector.

Not quite on topic, but I had a good example of listening to others at the airport. I departed a non-towered airport with runway 13-31 and it was a calm day. After I took off on 31 and was leaving the area, I heard two others making their calls as they were inbound. One said landing 13, the other landing 31. And I heard them both repeat this way, not seeming to hear the other. It was not my place, but I went on CTAF and pointed out that they were not calling out the same runway and both arriving at the same time. No acknowledgment of what I said, but the next thing I heard, the runway 31 aircraft called that he was going to 13... Situational awareness is a good thing, share it.

I agree that the ad is someone short on details, with cruise speed listed as "estimated", and other pilot-centric details missing. But there is more info around the web: Shows it flying and that the gear is retractable: https://www.youtube.com/watch?v=Uuq8rad3H-M Pilot giving info on the flight characteristics at 1:53: https://www.youtube.com/watch?v=_yaKCkXa-rs

When flying at gross (2740 for my J) I tend to be more aft CG than typical. All within POH limits, but the difference in gross and normal missions is usually things loaded in the rear seats and the cargo area. More than the impact of the added weight, I feel this CG difference in landing and in the flare. Give respect to the others' comments on climb and take-off, this is in addition to that at the end of the flight.

As a local, I have not thought the rental cars. Airnav shows that General Aviation (FBO on the South East of airport) has rental cars with the majors. None listed for the other FBO, AFI.

If you are willing to trade airplane time and convenience for longer drive times, my home drome FUL is a viable option. Quickly park when you arrive, often for free, with affordable local FBO's. Quick clearances when you leave, without waiting for anyone before release. Similarly fast setups with ATC if you are gong VFR. Drive time is about 30 minutes to UCI. Probably close to equal in actual door to door times because of the all the overhead of flying into the big airport. -dan

Always possible. I bought what was in the book, and they visually matched what I replaced. That said, if the previous owner had the wrong ones installed, I would have just been carrying over the error. Champion RHM38E, for the record. Though it is interesting that the cracked plug is used to say the cylinder is too hot, and the fouled plug is used to say the cylinder is too cold.

It is quite something to impress you @kortopates. Maybe you want to pop over to FUL and see them in person :-) I feel quite confident the fouled plug was only recently failed. #2 EGT was not atypical until this start-up and overall performance was standard for the conditions on the last day of successful flying. If it was slowly building up junk, I would not be able to tell, but I think it must have been sparking. I always watch EGT when doing mag check. The last flight before failure showed all cylinders firing consistently on each mag...or I would not have taken off. My last LOP mag check at altitude was good, and one trip before this event (about 4 hours of flight time). This is based on vibration and watching EGT's in real time. Not downloaded. If it is rings, shouldn't both plugs be fouled equally? Light seepage gets the lower plug, but heavy blowby should get both equally?

Thanks for summary. To your questions: 1) my JPI's recording feature is broken. I have not gotten it fixed. I do watch it like a hawk, and anything that is a trend would be noted. Just as I noted immediately on start the #2 was high EGT, so the failed mag check was not a surprise at that point. Similarly, I had never seen a high #2 EGT before that time. 2) timing *was* right, but if it slipped, that would be a problem. However, I should see an atypical airspeed-power-fuel flow combination in cruise. Small correction: The two damaged plugs were at the SAME time. Not two separate failures. They were found in two steps. The engine was running on the cracked plug, and the fouled plug was dead (per the engine monitor). Very concerned PP thoughts...

I agree it looks that way, but in-person, with my loupe, it did not look like metal. That said, I am planning to borescope (Amazon USB cam style) before next test flight.

Thanks for the feedback, @N201MKTurbo As there is no history of fouling plugs, maybe the cracked plug made the cylinder run cold? That prompted that other plug to foul? I immediately noted that the #2 EGT was atypically higher than the rest when I was idling around and doing runup, when the problem existed. CHT's are all relatively low at that point, so I cannot draw a conclusion there. This was distinctive and obvious to me, so I am inclined to think that the plugs were both firing during my last flight, which was only 20 minutes long at 3500' from a nearby airport (KWHP), or I would have noticed. More background: My IO-360 runs well, historically. The last cylinder to peak is #4 and the GAMI spread is less than 0.5. I did not repeat the test with the plugs installed this week, but saw that the cylinders were also nice and even as usual, when ROP, flying the pattern. I do random mag checks LOP at altitude, and it always checks out. Mags (twin pack) rebuilt last annual (November) so are about 100 hours since overhaul. Spark plugs are 300 hours from new and I inspected them last annual. Gave a token cleaning because they all looked good, clean, gapped and balanced to each other. Engine is around 1100 hours SMOH, 700 hours of which are mine. I watch the engine monitor closely, and have never overheated the cylinders. I keep below 380°F always, most of the time 360°F. From takeoff to climb to cruise. So I have good baffles and well adjusted cowl flaps. When LOP, my fuel flows are less than 9 GPH, so I am 65% power or less.

I have also liked the King courses, and having met some of the staff at OshKosh, feel they are a team of genuine aviation fans. I did a search, and found a King IFR training syllabus. Lesson 14 is RNAV w/ glide slope approaches, and Lesson 15 is LNAV. I hope that these lessons are just further along in the course you have. -dan

Bad cylinder in which way? What symptoms would I see? High CHT and low EGT on the #2? High vibration? Agreed. That matches my observations and thoughts.

I failed my mag check, and based on my engine monitor, I knew it was one of the plugs on the #2 cylinder. I was not surprised, I noticed that #2 cylinder was running high EGT, visible even when taxiing. FWIW, I had not noted cylinder #2 running abnormally on my last flight, so this happened during landing or while taxiing when I would not be watching the monitor as closely. Easy enough. I was not sure which plug was on which mag, so I started with the top plug because I am lazy, and this only required the top cowling to be removed. I found the plug with the cracked insulator (picture) and some fouling. Eureka! Sub my convenient spare plug in and I should be fine. Not so fast... Went to run up, failed again, the exact same way. #2 cylinder when running left mags. Hmmm. I went and bought a new plug, and decided to get all 8 while I was at it. This is the second time I found a cracked champion with less than 300 hours, from the same batch. None were dropped. Scrap them all, and switch to Tempest, is my proactive thought, now. From what I read here on MS, others have had problems with Champions in the recent years. I got back to the plane today, and removed the #2 lower plug, and found this ghastly mess (picture). Needless to say, two new plugs installed and it runs fine. (will do the other 6 later) First, how many of you would have stopped at the cracked plug and thought you must have found the root cause? Second, am I right in thinking that since I replaced the cracked plug and had no change in mag check, it means that when mag check failed the first time, I was running on the cracked plug and for some reason, the lower plug got super-fouled for the first time ever. I do not normally foul plugs. What can cause this sudden change in behavior? Is there an important underlying cause I should watch for? I am a huge fan of the engine monitor, and I use it. I have not seen any changes in behavior of any cylinder, and in the test flight today, everything was back to normal. If it was a clogged injector or vacuum leak, I should see that now.

Seems like similar reasons to why Australia does not have high speed rail. -dan

+1 for these. I have these hiding the terrible condition of my front seats' upholstery. I like the fit and finish of the covers. They are pricey, as they are approved and certified materials as they come, no user effort required. I believe they are made in USA or at least sewed up here, based on the packaging and documentation. They installed well and stay in location on the seat as they should for 4 or 5 years, now. I find sliding across is a non-issue. No smell issues, either.

RE: https://www.justplanetint.com/ I bought his kit at OSH. I enjoyed talking to the owner, and liked the product. The kit has 1 tint piece and one solid, both stored in a nice pouch. So far, it has worked well. Stays in place, and is much larger than the cling film type I have seen before. Time is the real test, so I will report back later. -dan

You will be a better Mooney buyer in the future from what you learn in the Mooney PPP course. Inquire about attending the course at a reduced rate since you will not be able to participate in the practical portions of the PPP without a Mooney. -dan

Check FBO prices before you go: https://www.aopa.org/news-and-media/all-news/2018/june/12/faa-decides-aopa-asheville-complaint -dan

What about calling ahead and spending the afternoon with a Mooney factory tour in Kerrville? Not a significant mileage adder to your route.

Hangar elves have been known to wrap a zip tie around the stud in place of the bushing. Clip it short, and rotate the ratchet portion so it does not interfere. -dan

Check Piperpainter on YouTube.