DS1980

We would just replace them in the military. Put a cover on them and this problem goes away. Verify size of cap before ordering. http://www.ebay.com/itm/Hotchkis-1790-Dust-Caps-Zerk-Grease-Fitting-Covers-Plastic-Red-Set-of-25-/331087795987?hash=item4d165ed713&vxp=mtr http://www.ebay.com/itm/12-GREASE-ZERK-FITTING-CAP-COVER-Available-In-6-Colors-Or-Mix-Match-/190778302931?pt=Apparel_Merchandise&var=&hash=item2c6b45e1d3&vxp=mtr

What's an iPad?

It was in a Spitfire. They're very proud of their Spit so it's the only airplane allowed in English airspace. It was in a Cherokee 140, and it was wet. Good thing since it was $9 a gallon. I did enjoy climbing out at 1200 fpm on those cool mornings.

I was stationed in England for 3 years. RAF Marham offered a discounted rate for American pilots to fly in their club. The discounted rate was $400 per hour. If AOPA does nothing but keep user fees at bay, they have my business.

I'd go the $7500 route, if you have the time. Then you know what condition your metal is under the paint. Worth a few sore shoulders in my book.

Dibs on the free 295. I'll pay shipping.

Geez, trying to figure out what prop to go with is like pulling teeth.

Yup, neato. One step better than neat. But not nearly as good as toats mcgoats, as defined by the telephone conversations of teenage girls on the Sprint network.

Agreed. I always say there's more than one way to correctly fly an airplane in all phases of flight (except taking off, which is of course with flaps-C'mon. I had to). And agree that there are many repeat questions. But I think people have general questions with specific needs. So a question about landing speeds may seem like the same question about landing speeds as asks a week prior, but turns out isn't. One example is there was a new E model owner here asking about LOP. I pointed him to a previous thread and instructed to report back with specific questions. No doubt he will have some. General topic (LOP) with specific questions. Plus it's not like we are chatting about weather behaviors of African Swallows. Airplanes are neato.

Yes, but there's lots of good questions about some of these as well, especially about LOP. I guess I just don't see the problem with asking questions and those that offer answers.

Looks like we messed with TX.

So is taking off without flaps. I mean seriously, why? Why am I still here? What is the meaning of this thread? Or life? What is existence? Where's my sandwich?

Yea, I think Maxwell is a great bet. As Pine said, if it's not an oil issue it's a power fluctuation issue. Maybe an injector that's slowly going bad? This would cause roughness but it sounds like the RPM blip is quick enough that it smooths back out before it's noticeable. Ya got me captain. Might ask jetdriven or N201MKTurbo. They seem to be maintenance savvy folks.

Your airplane looks a lot like a building. Are the control surfaces rigged correctly? Welcome. Tell us of your aviation experience.

Congrats on the purchase. And Aaron, kudos for your deeds. Need to work in a broker fee next time.

Got it. Post # 4. "With a constant speed prop set at 2500 rpm you pull back the mixture until the rpm drops; ie you've gone well past peak and onto the lean side dropping power far enough to take the propeller out of governance." I may be able to help, or be full of hot air. Lets go with hot air and it will be a good suprise if I help. I'm not sure of your mechanical background so sorry if this is basic for you. The prop governor is actuated by oil pressure and some basic ways (other things equal) to have an uncommanded drop in RPM are to have an oil pressure/supply problem, oil temperature problem, or not be producing enough power to keep the prop turning at the desired RPM. This is what Pine is saying-that you are going so lean the engine is loading up and slowing down. I don't think this is the problem. I'm assuming you're running at around 35-50 LOP. is this correct? I think your problem is mechanical rather than a function of LOP. I understand it hasn't happened on ROP flights but I think that's a coincidence. The bottom line here (well, not the bottom line because I still have more hot air) is that running LOP around best economy does not take the prop out of governance. I would like to know Pine's experience with this, as he has an injected engine and may be running far more lean than he thinks due to a number of things (most likely really good fuel distribution and an inaccurate EGT indicator). In that case, he's correct. But the fact that the revs come back without a decrease in airspeed (correct?) tells me it's not a power problem, but an oil supply problem. But this is a doozie, and I would not like that random blip in RPM.

Can you provide a link to the thread?

Stay flaps down my friends.

Give it time. He will. He knows everything because, well, he's taken the course. I'm done being a jerk. I can't fight fire with fire this way.

They are air quotes. Took me five minutes to come up with that one. Who's the webmaster?

There's the problem Chris. You're not Australian so you have thin skin. I have changed my graphic to be Deakin free.

I'm not sure where a target CHT method was mentioned, nor have I heard of such technique. I have heard of the target EGT value for leaning, but that's something different and something I wouldn't have a problem with. I have described 380 CHT as a maximum value, as it is possible to be running outside the red box and reach this value. Mike is a pioneer in that he dissimates this information to the masses. I was learning from Mr. Busch long before I heard of APS. I understand a lot of LOP and engine management research has been done by the founders of APS, and I will be a customer of GAMI injectors when I go non-carb, but this information is too important to be kept from the masses and only taught to those with $395 and a high speed internet connection, especially when the engine manufactures say to run 50 ROP and suggest a CHT limit of 500 degrees. Notice I didn't mention Lycoming by name. My thought on APS. Don't get me wrong about the people of APS, as they are aviation GIANTS in my mind. But if you're going to spend decades in this level of research, it cannot be expected to recooperate even a small amount of the investment. This is something that would be done for the betterment of the aviation community and nothing else. I have read testimonials from the students of APS and one in particular struck me as odd. I will quote it directly from the website: "In ten years everyone will be operating the way these guys are teaching." --Dr. Jay Apt, Astronaut Bonanza & Twin Beach Owner Why 10 years? Why not now? Because those that don't know about the teachings of Mike Busch or Deakin's (free) Pelican Perch, this information would be hidden from them. This is why I'm a Busch fan. He is extremely giving with his time and genuinly wants pilots to know how to better their engine managment skills. Because of this, Savvy Maintenance is growing by leaps and bounds. Now there's the business model. Lastly, I do appologize for the harsh words, but you come in here as an "expert" flonting the APS logo. As I stated, there are more than a few on this forum that have been there, done that and have every bit of knowledge as the 2.5 day course. Notice I didn't mention Byron, Chris, Bob, Ross, Tom, ect. by name. Dang it! As far as the graphic goes, it's from EAA webinars by......drum roll.......Mike Busch.

Agreed with all that mention the pre-buy. A more useful question would be where to get the prebuy completed. Don Maxwell at KGGG has an excellent reputation. Who else?

I agree with Dave. Sounds like an F or J model would do you just fine. Then put in the panel you want.

I've played guitar since 1995. Lets start a band and tour the country. The Mooniacs live at Mile High. We'll be rich!