Super Dave

+1. A fouled injector on #1 would explain near peak EGT when full rich, and lower EGT when leaned for cruise. I assume you are cruising ROP? If so, I suspect that your #1 is looking normal again because it is LOP while the other three cylinders are still ROP.

I wonder if Mooney dropped tapping the brakes from the checklist when they went from the 20:1 gear actuator to the 40:1 actuator found in J and later models.

Parking status can be found here: https://www.eaa.org/en/airventure/eaa-fly-in-flying-to-oshkosh/ground-operations/aircraft-parking-status I think it's not uncommon to reach capacity early in the week, but it usually starts to open up again within a day as early arrivals start to leave on Tuesday.

That's going to look great when you're finished, nice job. I've always been partial to the simple accent stripes and painted cowl tops on Globe Swifts and Cessna 120/140s. To my eyes, It just looks "right" on a polished plane. I also think the classic small vertical N#s look best on a polished plane.

What are EGTs peaking at? What is your GAMI spread?

Just flew into KGYY this morning and noticed that GY LOM is no more. I always thought is was poorly named because of the garie/Gary confusion.

Safe and wise takes some judgement; in smooth air you could descend right at Vne, but a bump or gust could put the white needle on the wrong side of the red radial, and that might wake up the bogeyman. I don't know if it lends me any authority, but I used to be the Chief Flight Instructor for a university aviation program, where I instructed and signed off many Initial CFI applicants. I also taught an aviation class at the University. Currently fly jets as a corporate pilot.

PTK and DS 1980, You are absolutely correct that flutter is a function of TAS, but flutter speed and Vne are not interchangeable terms. As others have pointed out Vne is clearly defined as an IAS. In a certificated airplane operated within it's envelope, Vne will protect you from flutter (and other bogeymen). There is no need to calculate TAS or density altitude, just keep the white needle below the red radial and all the pieces should stay attached to the airplane.

You got it right. The SCSU Aviation program had a multi engine track as an option. It's where I did all of my piston training, eventually became Chief Flight Instructor, and also taught an aviation class at the University. Basicly, the initial private pilot was done SE with the ME rating added afterward, but every other certificate and rating was first done ME and then the SE was added afterward. So the progression was: Private Pilot SE, then ME rating Instrument rating ME Commercial ME, then SE rating CFI ME, then SE rating CFII ME, then SE rating It was more expensive than the single engine route, but not as much as you might think. The Commercial and Initial CFI must be done in a complex airplane, and back in the day, a Beech Duchess wasn't that much more expensive to rent than a Skylane RG. Also, when it was time to add the SE rating to your Commercial, CFI, and CFII, it could be done in a C-152 since you had already demonstrated a complex aircraft for the initial certificate.

Yaw strings are effective on twins and gliders, but the slipstream from the prop makes them useless on a single. Even when you are flying with zero side slip, the spiraling slipstream from the prop will deflect the yaw string slightly.

The PTS also makes reference to FAA-H-8083-3, otherwise known as the Airplane Flying Handbook. This is where you will find the "how to" for short field landings and all of the other maneuvers that you will be required to demonstrate.

I'm planning on flying in Thursday morning. Are some spaces typically vacant in the Caravan area by then? Also, how do you go about requesting to camp in a specific are when arriving late in the week? The NOTAM and Webinars seem to discourage specific parking requests.

Excellent advice, nothing makes you look more like a tool than firing up and powering out of your parking space while blasting the three rows of campers behind you.

If your friend hasn't already made a report, you should let him know that in flight fire is one of the incidents that require immediate notification to the NTSB.

You've never seen a POH for an F model? My '76F says "FLAPS - Set for TAKEOFF or as desired". I think several other models say something similar. Regardless, unless it says otherwise in the limitations section, flap settings are only a recommendation, not a rule. As far as the notion that flaps generate 2/3 more lift than drag at approach setting; It is simply false. I know that the vast majority of flight instructors make some kind of claim that flaps at a takeoff or approach setting create "more lift than drag", but the reality is that flaps at ANY setting will ALWAYS increase the coefficient of drag more than the coefficient of lift. if it were true that approach flaps created "more lift than drag", we would use them in the climb all the way up to cruise altitude. We would also us them to increase glide ratio in the event of an engine failure.

It's a common misconception that flaps improve climb, but it isn't true. Setting takeoff flaps will result in a shorter takeoff roll, but climb rate and climb angle both suffer with flaps. I think it was a wise choice to use no flaps when runway length was no factor.

Since it would only add 8NM to go around the lake to the north, I would just file BUF. That way, if you want to stay low for WX/traffic/bumps or whatever, you won't have worry about a wet footprint. I'm not against going high to cross the lakes when it's warranted, but when staying over land adds less than three minutes to your trip, I don't see the point.

Reads normal cold, at idle, and run up. It's only at inflight power settings that #2 goes high. The higher the power, the bigger the delta.

I agree that it looks like an indication error. We did try pulling the alternator field CB; voltage on the JPI went from a little over 14V down to a little under 13V, but no change in EGT. Also, no change in EGT when switching lights/pitot heat on and off.

Luckily I have long thighs to offset my gut.

Whether right or wrong (I think the examiner is wrong), how about just setting the iPad in your lap? It's what I do in the Mooney and Citations.

Thanks Jose, we're going to test it out on our next flight.

Haven't had a chance to start looking at the valve train yet, but if we ever get this figured out, I think it's going to be something oddball like this. Emailed Mike Busch over a week ago, but haven't heard back. Haven't looked at the flow divider either, but as I've said before, I just don't see how this could be poor fuel distribution. Take a look at 24:48 here: https://www.savvyanalysis.com/flight/909304/3faa364e-3150-4c9d-a3a1-6177ecf13711 This is the flight where we ran several inflight diagnostics. At 24:48 I was looking for peak from the lean side on #2 and you can see that all cylinders peak simultaneously at 9.9GPH. Then, mixture was leaned to 8.1GPH for a couple minutes, and you can see that #2 went from 1655° at peak to around 1585° at 8.1GPH... that's 70°LOP.

I think maybe he was just checking to see where peak was for a reference.

Perfect! Thanks Kyle. Engine data gurus please check this one out. 20:48 Induction leak test 22:54 back to full throttle 23:06 Big Mixture Pull 24:48 finding peak from the lean side (1655º for #2) 27:48 inflight LOP mag checks. #2 EGT reaches 1842º!