201er

Awesome use of the Mooney and congrats. I disagree with others though that now is the time to be starting instrument training. You gotta become completely familiar and comfortable with the plane, vfr navigation, communication, etc first. Fly to towered, untowered, charlie, and all sorts of airports. Get comfortable with just the concept of flying and going places before tackling instrument stuff on top of that. That said, you have to remember to accept your limitations as a VFR only pilot when taking these weekend trips in the future. You must be ready to postpone your return or take a car back and never push things if weather is questionable. In other words enjoy your Mooney's speed and efficiency but don't strictly depend on it for getting there on time.

I was disappointed by the lack of educational value of a Wings talk about VFR into IMC I attended. It wasn't interesting and I learned nothing from it. I recall many heated and interesting discussions about this and many other topics on here that have been far more memorable and influential on my decision making. So I just wanted to commend Mooneyspace and say that participation in this board is more deserving of "wings credit" than many of the sponsored courses.

"L. Conclude Inspection. 1) Discuss any pertinent safety information with the pilot(s) or operator. 2) Return any documentation. 3) Advise the pilot(s) or operator of any upcoming accident prevention or other safety meetings. 4) If no discrepancies are evident, compliment the pilot(s) or operator." Anyone ever been complimented on their ramp check?

Hey Brett, what about that ride Sunday?

I went up to altitude and tried to fly behind the power curve and do a power on stall. The pitch attitude was insanely high. I cannot fathom actually flying like this. It's actually very hard to get it to stall with the power on. Then why is it that so many accidents occur this way on departure? Or is it somehow different when lower? Or a factor of acceleration? Or is it just that I wasn't at gross weight when attempting it but the accidents often are?

The O rings on where?

And yet nothing comes out of either... Both my pitot and static had water in them but the drains did nothing. Was having problematic readings till mech disconnected everything and blew the lines out. Bad drains? Or they don't help much unless you're flooded with water?

Well... when I was coming up to a runway I was cleared to cross in my original taxi instructions, I saw an airplane on it and stopped to ask if I was still cleared to cross. Ground was pissed and said "yes there's an airplane on the runway, continue across as previously instructed!"

Guys, it's not about progressive taxi. It's not that I can't copy/draw a taxi clearance. The trouble I have is those crazy intersections where someone can tell you "take Juliet!" or even "make that squiggly right, then left on Juliet" and it still wouldn't help. Especially at night! At Springfield, ground told me to taxi Bravo to the ramp but that put me on the air carrier ramp that they recently erected a fence across from the GA ramp. Had to ask for another taxi clearance cause they didn't give it to me right the first time. Anyway, my point is that I find it more likely to get lost and have trouble taxiing at a complex airport than flying the instrument approach.

I've had the chance to fly into Philadelphia International and Boston Logan on some PALS flights I've been doing lately: http://flightaware.com/live/flight/CMF61H Pretty interesting flight coming into Boston on the ILS27 approach with 1200 overcast. Anyway, is it just me or is taxiing the hardest part of going to airports like this!? Flying across the country and finding the airport in low ceilings doesn't seem to compare with trying to find obscure taxiway intersections. Seems we get more help in the air than on the ground. Who else feels this way? Any tips for getting around these kinds of airports more easily? I already have the georeferenced taxiway diagrams on ipad, without them I would never been able to keep track of where I was.

Gotta love them mooneys!

He said it was 0.8 before and about the same after. Gami only promises to get it down to 0.7 anyway. Mine has been running at around 0.3 since reman.

That depends on how your engine does. Byron just spent woopdie money on gamis and his spread is just as bad as before them!

I did watch the video. Very helpful and convinced me to do the mag check. Dave, what makes you think that? The mag with the hotter EGTs is excessively retarded?

I did an in flight mag check. At about 2500ft, 2700RPM, WOT, 11GPH, I ran it on the right mag, then the left mag. Ran a bit bumpier than both but nothing drastic. What was drastic however were the EGTs! Running on the right mag EGTs went from around 1450 to 1550 EGTs. Then running on the left mag they rose considerably higher. 1600-1650 on the hottest EGTs. That #4 cylinder was always running the hottest EGT in all cases. Interestingly CHTs dropped off during single mag operation. Is that bad/strange for the EGTs to be substantially higher across the board on one mag than the other? What does that mean? Also I have noticed that my #4 has been last to peak in all tests today. Is that the most logical reason for why it is running hottest CHT LOP? Should I try having the #4 injector swapped with one of my cooler cylinders?

Going slower AND lop saves the most fuel. Lose 15 minutes on a 4 hour trip and you save $80. In other words it costs about $20/hour more to fly ROP for the last 5-15knots of speed.

I guess they wanna put the other FBOs out of business and come back with a monopoly at the end of the month.

The reason the short bodies climb better is cause there's no room to load them up like a mid to long body!

Have you considered a more gradual descent and leaving RPM like 2200-2400? Then you don't go too fast and less of a big deal reducing MP until you're over 27"

BTW ground mag checks have been good. Normalize shows rise in all EGTs and RPM difference between both mags is negligible.

So firewall the throttle and prop and go 70LOP on 11GPH (about 85% power) and then do a mag check with JPI in normalize to check EGT rise across all cylinders?

It has been progressively creeping forward and was checked at 23 last oil change. I let it stay there to take advantage of cooling for the summer. By now it must have been 23 or less so I had them bring it back to 25. I think some power has been restored and running well LOP except for this hotter cylinder issue. For an in flight mag check... is it same as on the ground just at cruise power?

I just remembered, and this could be important, that this started since the last oil change. So it could be a baffling issue from a misplaced cowling or it could have something to do with the mag timing being reset to 25BTDC. Plugs weren't removed this time around. Does the timing or oil change say anything?

Look, the point I'm making is that the EGTs used to be more even and more recently I noticed #4 EGT to be 50 higher and CHT on #4 is higher. From my observation when leaning it seemed that #4 is running 20-40 degrees hotter/richer when LOP. For example cylinders 1-3 may be about 30LOP while #4 is 5-10LOP. I'm more familiar with things being the other way around. A clogged injector will run leaner than the others. What could cause it to run richer? Shadrach, if you have the JPI software, I can just send you the files rather than occasional snapshots. They may not be an ideal comparison but they illustrate the trend that I noticed and am trying to convey.

There's no surer way to kill GA than to prohibit VFR.