M20F

Loose alternator wire caused a consistent pattern on mine. Fixed the wire and the stormscope went back to working.

I would fly it a bit first and see how it works. You could be trying to find a solution to a problem you might not have.

Does it actually fly any different?

Falcon insurance. MAPA reccomended and zero issues in terms of communication, price, etc. A lot of happy M'Spacers with them so not sure why more aren't given all these posts lately about insurance issues.

I am just going to drop out now because this has become obtuse. If the oil temp is 32 degrees, 33 degrees, 44 degrees what happens when you put in full power? As I and others noted they are rough thumbs to achieve an aim which is stable oil pressure; smooth engine operation; and as Clarence points out keeps the skirts from scuffing. I got a little cold last time I was at FL250, next trip I am going to build a campfire in my backseat for warmth. Nothing in my POH indicates camp fires are a bad idea.....

My family insurance guy laughed and sent me to American Family who wrote the policy. Laid it down once for $2k and stolen for I want to say $6k. Your insurance company was much wise ;-)

Yes and when that will occur is at a certain temperature. 100 on oil and 200 on CHT is a rough thumb that will give most importantly a stable oil pressure for take off. If the oil is below 100 pushing in full power depending on how far below 100 will result in your pressure redlining. The POH assumes a certain level of common sense.

What does your POH say max temp is for your cylinders? Do you think it is a good idea to fly it around for 2000hrs at that max cylinder temp because the POH and gauge say it's ok?

Due to a 4hr old cylinder mine will be well over 4000 till I it is "officially" over hauled. Grats on 2K, if it ain't broke; don't fix it!!!

1988 FZR1000 purchased at 18, stolen at 18.5. I thank the thief every so often for saving my life :-)

It is a rough thumb of where I can shove in full power and be guaranteed not to shoot my oil pressure over red line. There is no need to be obtuse, you have no way of telling that oil pressure is at steady state short of shoving in the power. Based on experience a temperature of 100F means that pressure will stay steady/in the green when I apply take off power.

There is no temp directly associated but it is implied by the oil pressure requirement. It is just semantics but either scenario be it 100F or steady oil pressure will give the same result. The two though are directly related even if the POH doesn't specifically outline it. Some things just come down to common sense.

No minimum temp is written but you will not get a steady oil pressure with power changes when the oil is cold. Thus in order to achieve steady oil pressure you need to heat the oil sufficiently.

I would agree if done for long periods similar to ground running without the cowling on. My opinion and what I do YMMV.

I look at it as what is s safe and what is fun. I won't do anything that isn't safe but I will depending upon need do something that isn't fun. I flew an extra 2hrs on Friday night around CB, did a missed, went further to do an ILS. Wasn't fun but I needed to be someplace and wanted to be safe.

Same and if I am in a bit of a hurry I will close cowl flaps to warm it up. I don't depart or even do run up till 200/100. In the winter I might wait even a tad longer to allow the cowling and all in it to get a little toastier.

Looking to fly into DC for the 4th and do the tourist thing, I really don't want to rent a car. Best airport/uber pairing and any general suggestions appreciated.

Redundant WAAS + dual nav/com. Nothing else you really need that an iPad can't provide.

2x430W

You should burn about 17.5-18 in climb (I use 26/26) and leaned out around 65-60% should be 10.5-11 at 50ROP (100ROP is @.5GPH more). Not sure how you are leaning but you are very rich if you are burning 13.6.

Why a G?

Renewing now with Falcon/Cliff, not the cheapest but within $100 and they are easy/good to work with.

You use that funny metric system up there so your 3500hrs is really only 200hrs.

There is no substitute for actual and the jostling that comes with it. I came back from PIT yesterday and the auto-pilot couldn't hack the up drafts at times. 180kts of ground speed was nice the bouncing and hand flying less so. Over Memorial Day I did about the third or fourth missed on an ILS in 30yrs and then the first ever diversion to another airport (and I am not conservative when it comes to IFR, just shows how rare a real minimums situation actually occurs). About a ten NM diameter of fog blew off Superior into KCMX 2hrs earlier than expected (first approach I was a little high, second was on the numbers perfect with nothing in sight). A quick shot down the coast to KOGM to the visual and a 90 minute car ride after an hour wait ensued. Practicing with a safety pilot is great but there is no substitute for experiencing and navigating weather through out the four seasons. When you are carrying precious cargo, real practice makes all the difference.

2400 till I split the case but even then I did a repair and return. Fix what needs to be fixed when it needs to be and don't worry so much about the hours in the log book. It is a lot cheaper and imho safer.