slowflyin

I use a Garmin Inreach. It links with my phone and allows texting via the sat link. Also, leaves "breadcrumbs" so anyone I choose can track my flights. Last but not least it's a fairly competent plb. The texting is not as fast but adequate.

Ask early and you shall receive. I've never been told "no" but I have had controllers get busy and forget me. Also, don't assume they now more about the weather than you do. All of my years of flying I've had controllers take care of me with great service. Let me say that again, Great Service! That being said, there are times when you have a better picture than they do or more tuned in on that particular day. Once on departure from North Mrytle I was given a vector into the only giant cumulus build up in the area. I was inexperienced and assumed he would turn me. He did not and the ride got rough. All ended well because short of declaring an emergency I requested a block altitude and "immediate" turn for weather. The light went off on his end and I got what I needed. "Immediate" or "With No Delay" seems to work well for me when the situation calls for it.

I replaced my stock with PF on my F model. (J front end) I usually fly 8-10k for 2-5 hour legs. Long legs give me lots of time to fiddle and calculate. Speed varies depending on the conditions but prior to the PF I ran 144-146 kts. After I'm running 148-150 kts. CHT on the hottest jug the same before and after (358-360 #3) all others at or below 350. I don't have an Aspen to calc the true airspeed so I plug the numbers into the GTN650 after reducing the indicated to CAS per the poh. I run LOP so CHT was, and is, my barrier to going faster. It seems I can push a little more fuel for the same temps. Not sure why? Nothing scientific from me-just lots of seat time. I'm a couple hundred hours past the change and very satisfied.

I've in the midst of twin fever. I've been looking at twin Comanche s for a week. [emoji52] Sent from my SM-G900V using Tapatalk

Last top end I used Phillips 20/50 XC with excellent results. Started adding cam guard after the rings were fully seated. Very low consumption during break in and very low now.

Congrats! The most useful rating some would say.

This one is smaller with acceptable resolution. LOP.mp4

Wow! Uploaded the file in it's original format. I'll reformat and shrink it down.

Nice LOP day in my lowly F. A little up and down draft but for over an hour she ran 152-154. Hottest CHT (#3) settled out at 156 with #3 just barely LOP. (7-8 degrees)

I'm 8-10 on the ground - sometimes up to 15 depending on the prevailing wind during the run-up and 0 in cruise.

I quit them after having the same issue. I'm now a tempest user and won't ever go back. A bonus...Tempest has a magnet! Sent from my iPad using Tapatalk

+1 Amen

John, I'd be interested. Let's talk in the spring.

90% of the time I depart IFR so it's not really an issue. Also, the local ATC is great about letting us know of any activity. As a clarification for anyone coming my way, 6602 includes A (0-3999), B (4000-10999) and C up to 17999. Typically Alpha and Bravo are hot up to 10999 but a half a dozen times a year they light them all up. What I've never seen is a higher level hot without the lowers hot as well. Usually, mortars or artillery are the drivers so it makes sense. Thanks for your comments!

I'm based at a joint use airport (KBKT). Restricted to the East and MOA's all the way around. If I didn't fly in MOAs I couldn't leave the pattern.

Another reason to use flaps is to keep the prop rpm above 2350. A lot of us are prohibited from running from 2100-2350. (some are placarded 2000-2350) The added required power you mentioned accomplishes this nicely.

+1, this is my technique as well. Learn what works, set it and wait. I wasn't aware there were any F models with flap speeds under 109 kts/125 MPH. Thanks for the info!

Mine as well-I stand corrected. The OP used 105 and my brain locked on. Mine are actually in the POH at 120 and 125 MPH translating to a little over 104 and a little under 109. Thanks for the correction.

My white arc is 110 kts with Gear extension speed of 105 kts. Your max flap extension speed is 105 MPH or 91 kts?

Hmmm... 90 seconds sounds right. What's your flap speed?

I'm an F driver here is my routine: Prior to the GS intercept - 15"- 16" as soon as the plane slows to the white arc flaps go to approach and prop forward. I'm looking to have the AC stabilize at 90 kts. I manage the MP to this end and avoid RPM blelow 2350. Often the RPM will start to approach the no go zone but as soon as I start downhill it comes back up. One dot above GS the gear goes down with no other adjustments. If it's mins I may pull the MP back as far as I can while staying above 2350 RPM. This is usually 13.5 or so. Even breaking out at 200 and 1/2 allows plenty of time to slow down on any runway I'd be shooting this kind of approach.

Our very own Cody Stallings does excellent work at a fair price. I shipped mine to him for a couple hundred bucks. My only request, fix it like it's yours. He communicates well via voice, pics and text. I completely understood his recommendations and I'm very satisfied. Again +1 for Cody at Stallings Prop! Sent from my iPad using Tapatalk

My last icing encounter. Less than 30 seconds to accumulate with the windscreen completely covered with no signs of letting up. An immediate climb (less than 1000 feet)to clear air stabilized things. These photos were taken after a divert from the Grand Canyon to KABQ in clear air. Another GA aircraft was also flying the approach with negative ice. As others have said, "Ice is where you find it". I found it, he did not. One other note, com's were degraded significantly. Sent from my iPad using Tapatalk

+1 Sent from my iPad using Tapatalk