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StevenL757 last won the day on July 3 2016

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About StevenL757

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    : NY - KISP
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    M20R O3, Known ice

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  1. Ah...ok, thanks. I'll retract my earlier...
  2. I can't get to the website either. So this thing - discounted - is $2,334? Regularly ~$2,685? Clarified below...
  3. There is no risk to using a thin film of DC4 on the filter before installing. I’ve done it every oil change on 2 different engines over 10 years of ownership, without a single problem. Steve
  4. Do you know if it is temporary, or likely to be permanent? Haven’t heard anything one way or the other.
  5. Another issue is whether you’ve had the airplane exposed to rain recently...whether it be inflight or outside. It’s a known issue for the brakes to behave like this if water that gets down inside the motors and clutches doesn’t completely dry after an exposure. Steve
  6. Bump the MP up to 23 inches. Leave the RPM at 2500 and repeat your tests. Also try testing at higher altitudes...suggest 6, 8, 10, and 12k (or 7, 9, 11, and 13...or a combination...your choice). As MP decreases below 23 inches as you climb (generally ~8000), increase MP to wide-open throttle (“WOT”). Then lean to 40 or 50 LOP. Everything else you’re telling me above doesn’t sound remarkable. Lastly, make sure your takeoff fuel flow is between 24 and 25gph. Parenthetically, according to Bob Kromer (former test pilot for the company), consider full-throttle operations above 3000 feet. Partial-throttle operations as you described above tend to compromise efficiency in tuned induction engines such as the 550, and do not take advantage of available power. Let me know how your additional tests go. Steve
  7. If you’re trying to manage strictly to the Busch article (where the majority of his answers are quite simply “it depends”), you won’t get to 50 LOP doing this. By hitting 20-30 LOP and then enriching to “smoothness”, you’re putting yourself closer to peak...BUT, that may be ok for you and it may not. The article contains good questions and common-sense answers. Some more questions to help guide you (I’ll summarize from my earlier post and include some from @carusoam, @Cruiser, and @Niko182 above)... What type of plugs do you have (massive or fine wire), and what brand? When was your last annual, and with whom? How many hours on your current engine? What make/model of ignition harness do you have? Do you have GAMI injectors, or the stock CMI injectors? Do you have the 310HP STC, or stock 280HP engine? What altitude(s), MP, and RPM settings are you using when attempting to get to LOP? Again, just some starter questions to try getting you closer to your goal. Your original post is a good one. There may be nothing wrong with your engine...just some procedural things to get you to a better place of understanding and operating more efficiently. Also would help to know what portion of the world in which you’re based, as environmental factors also play into the above. Steve
  8. @r0ckst4r, in addition to the above, do you have GAMI injectors, or the stock CMI injectors? 310HP STC, or stock 280HP engine? Agree some more details would help paint a better picture. Steve
  9. @jgarrison Jimmy, until this is (re)posted, I have at least a few months before going to training, so could help out if an Ovation or Acclaim need moving around. Not sure if this is the type of feedback you’re looking for at this juncture, but wanted to throw it out there. Steve
  10. 70 lights (potentially) through 19-Mar-2020. Anyone else interested? :-)
  11. Not one to jump on the bandwagon, but couldn't agree more.
  12. Yeah, the questioning was necessary, however I didn’t agree with the timing. It probably could’ve waited, but on the other hand, it may have helped the controller diagnose quicker.
  13. (modifying my earlier reply) I do agree with you that the controller could've deleted his questioning around the nature of the emergency at that exact time; however, aside from sounding a bit annoyed about the majority of the interaction, the controller issued proper instructions commensurate with the situations this pilot was allegedly describing, and did his job to attempt to get him help. What do you think this controller could've done differently to illicit a better/different outcome?
  14. Have to agree with @ArtVandelay. For starters, sounded like the controller started out handling the emergency correctly, but grew frustrated when he wasn't getting good info back from the pilot to help manage the situation. Pilot stated no mechanical failure, and only reported light turbulence. Said he's "in a hard descent", yet his altitude on radar only deviates a maximum of 300 feet over 2 minutes. Controller asks if he wants the ILS, yet pilot wants the visual, never maintains contact with the airport (but says he does), and "sees the beacon". Controller gives the clearance for a visual, yet pilot says it doesn't help him and wants a vector...prompting the controller (justifiably-so) to question whether he really does have the airport in sight so the controller can give a proper direction. When pilot admits he eventually DOESN'T have the airport, the controller rescinds the clearance and gives a vector...again, justifiably-so. Admittedly, the controller could have been more patient, but both sides played a significant part, and we never hear what (or if) anything happened before or after the recording. The controller could only do so much to manage the emergency given the limited and conflicting information the pilot gave. Assuming nothing else happened in the cockpit (passenger issue, fuel emergency, etc.), it appears to be a training/proficiency issue. I can't imagine a a pilot operating this C172 registered to an airtours company based in Honolulu would have anything less than a Commercial certificate with an Instrument rating, yet not be proficient in IMC. Agree with others above that learning what happened during any post-landing conversations would have been beneficial to knowing the full story.