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Interesting. I can't say for certain that both times were at full throttle. The POH says top of the green OR WOT, whichever is less, for enroute climb. It could have been full throttle in both cases, but there were plenty of other instances where I had WOT and it did not exhibit this behavior.

I didn't take it that way at all. I'm happy to have my actions scrutinized. Thats one of the ways I learn and the reason why I posted all the detail. Regarding the root cause, I'm still not convinced that it was the fuel pump. It was extremely hot - hottest ambient temps I've flown in...

Can't say for sure on same tank or not, but changing tanks did NOT resolve the problem (at least not immediately). Turning Aux fuel pump on DID resolve it immediately both times. The first time it was after some fiddling. The second time I hit the fuel pump first and engine immediately went...

No fuel pressure gauge. Just fuel flow.

Amen. Both the owner and the mechanic, both of whom have exponentially more experience than I do, think symptoms point to engine-driven fuel pump going out. Mechanic was planning to replace fuel pump yesterday (I haven't talked to him yet to confirm). My concern is that the problem is...

What plane are your training in? I was taught that if you lose an engine at altitude (what I thought was happening), you trim for best glide, then point yourself at a suitable landing site. Then you start troubleshooting (I let ATC know I was having issues while I was trimming in case I needed...

Found a copy of the service manual. Chapter 28. No idea what I'm looking for though. https://www.redskyventures.org/doc/cessna-maintenance-manuals/Cessna_182S_1997on_MM_182SMM.pdf

Am I looking at the right link? That appears to be for an IO360. This is IO540. Edit: I see now that it is all Lycoming IO series. I'll ask mechanic.

negative on the MOGAS. 100LL

The facts: Well maintained 182S. Flying in Texas afternoon heat. ~3 hr flight. Enroute climb from 6500' to 8500'. Engine loses power and starts coughing and sputtering. Trim for best glide and point toward airport. Enrichen - no effect. Lean - no effect. Throttle in, more sputtering...

I'm relatively new, but this is what I see. Currently we are using regulation to try to make GA safer. The result is more expense which causes pilots to fly less and stifles innovation, both of which make things less safe. We need to focus on making it cheaper to fly and also to develop...

Having just flown my whole family today, this first hand account is a tough read. RIP http://mooneyspace.com/topic/19150-west-houston-kiws-accident/

Happened Friday, but didn't see it posted. http://m.chron.com/houston/article/Small-plane-crashes-in-northwest-Houston-8348742.php

Ok. Thanks for the info!

This seems likely. I didn't record the time, but backing into it from my arrival time, could have been about then. That would explain the big yawn from approach. It was near an Air Force base too. Do they do a lot of ELT testing? So if you hear one just after the top of the hour, do you...

That's what I did. I recall now that I was on with approach. They just didn't seem very interested, which made me think I was telling the wrong person. Glad to know that is the protocol. I don't that came up during training.

Yep. That was definitely it.

Today while on flight following, I heard center and an airline pilot discussing a minor emergency going on at a class C that was just off my route. Being curious, I turned on the audio of my second radio on 121.5. When I did, I heard what I'm pretty sure was an ELT beacon. The signal faded...

Well this is timely. I just went barreling into KODO yakking about "Odessa Traffic". Wasn't until short final I heard some call "Schlemeyer Traffic". At least now I know how to pronounce it. :blush:

That makes 3 of us. Really glad I read this. Thanks for posting. Will fly past the DER from now on, not just wait for 500'. Not sure how I missed this. Clear as can be in the AIM and very logical. This helps a lot, as something always felt a bit arbitrary about the first turn for closed...