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DXB last won the day on April 26

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About DXB

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  1. Funny it works now - My Guardian 152WD Portable Carbon Monoxide (CO) Detector is on the way. Great discount. Thanks!!!
  2. Decided to pull the trigger on the Guardian Avionics portable sensor (I like that it plugs into 12V outlet to run off ship's power). The coupon code isn't working though - any update on it?
  3. Installing an annunciator light for the boost pump is a great idea that never would have occurred to me without this thread. It will get done at an upcoming avionics install. This is why I love this website. Comments/questions: -It's part of my normal flow to turn off upon reaching 1000agl. But the pump appropriately becomes last priority if hand flying into IMC before 1000agl, starting a turn, and trying to talk to a busy departure controller at the same time. I've noticed it to still be on in cruise a couple of times under these circumstances. A light to remind me to come back to it would be really nice. -I turn the pump off after runup if waiting for departure to spare the pump and then turn it back on just before starting my takeoff roll. I have forgotten once or twice. A light reminding me high on the panel would be nice. -My old Dukes pump was overhauled 2000hrs ago in 1998 - does anyone do preventive maintenance on these or proactively replace? How fragile are they really? I've wondered if I should just carry a spare replacement pump in the back to increase my chances of making it home. -I think the Weldon pumps are rated for continuous duty? Does anyone just leave theirs on all the time?
  4. DXB

    Crazy EDM-830?

    No expert here - I thought the EGT probes had a tendency to fail but no so much the CHTs. I would tighten the connection of probe to the harness first. A coating of this stuff at those contacts before tightening has worked wonders for me, when multiple A&Ps and a seasoned avionics guy, could not figure it out: https://www.ebay.com/i/401220614697?chn=ps JPI customer service is probably the - they have yet to lead me in the right direction on any particular issue.
  5. Does it really weigh more? It looks like the Powerflow exhaust for the C model weighs 17.5 lb- sounds pretty light though I cant find a weight for the stock exhaust. I did note theres an STC that lets one increase the useful load of a 172N by 100lb after installing one.
  6. Acrimony not withstanding, I'm glad this thread came back to life. That Plane and Pilot article cited above is very informative. Some observations: -At least for us pre-J folks, the performance gains are likely legit, though maybe not at the level of 5-7kt increases, unless one is partial to flying slower at 12,000, which most of us are not. -Fuel savings at given speed would help recoup a little of the extra cost over a standard exhaust. -You can never have too much climb rate. It's like being too rich, too in shape, or too good looking. -Greater durability might help recoup a lot of cost, if you're committed to keeping your plane for the long haul. Is this durability aspect legit? If so, why are they more durable than a standard exhaust? This part is not obvious from the marketing. -The prospect of running cooler at a given power appeals greatly to us C model guys, who are cursed with high temps and frequent cylinder work. Maybe a bit of cost savings there too? My Knisley exhaust has about 2000hrs on it, and it cost me about $500 in the last year in parts plus labor to replace a disintegrating tail pipe. I'm not sure that was a wise investment, but I just needed to get back in the air. I'd best be ready to replace the whole exhaust in the near future before I end up puffing on CO. I'm very close to ordering a Powerflow system with the $700 discount that comes with ordering well before delivery. It can sit in storage until next annual, or when the muffler tries to kill me, which ever comes first.
  7. That sounds terrible - what kind of rpm gauge? Unless it’s reading inaccurately at the high rpm it may warrant a tear down. But I’ve had my JPI EDM 900 do something very similar, causing my heart to stop. It turned out to be a lousy contact between the sensor and the harness to the monitor. If it’s really surging to 3000rpm, you should hear it happening too- otherwise I bet it’s the gauge.
  8. DXB

    SureFly Certified

    I do appreciate the vast potential benefits of electronic ignition for our primitive fixed timing engines. But with only 4 years of aircraft ownership experience under my belt, so far I have had both an electrical failure and a bad mag check in flight on separate occasions. With my luck, there would be an intersection of those two events shortly after installing one of these systems that keeps a single mag for redundancy. Count me out. I'll wait it out for an E-mag type dual electronic system if it ever comes in my lifetime.
  9. DXB

    $100 Burger

    Bummer! I really liked that place.
  10. I have the same heater you do, and leaving on all the time in cooler temps seems to put my oil and cylinders in the realm of summer ambient temps - 70s-90s. So I'd think oil loss of the cam would be no worse than in the summer, though I guess it might become an issue if it got left on during an unseasonably warm winter day. Whether the heater keeps moisture out of the engine seems like a complicated question that I don't really have my head around. I'd think actual measurements in real world conditions wouldn't be too hard to accomplish, though apparently it's not trivial because this debate persists.
  11. So I just started leaving mine plugged in all the time, and I leave the oil cap off to help moisture vent from the sump. I have a Reiff Turbo XP that heats the sump and the cylinders. After temps in the 30s last night, my CHTs this am upon turning on the engine monitor were in the 70s-80s, and my oil temp read in the 90s F. With this kind of setup, I have a very hard time seeing how one could get condensation in the engine when the entire engine is so far above ambient temp all the time. However my physics understanding sucks so I may easily be proven wrong.
  12. DXB

    High nickel in oil?

    True, but it's worth noting that this spiky pattern only shows up pretty close to the time the valve finally fails. I've also never gotten a clear answer on whether it shows up before failure in every case - so looking regularly but not seeing it may give false security. Certainly a guide can deteriorate for a long time before it ever shows this pattern. Neither of the two jugs I pulled for trashed exhaust guides had this EGT pattern or identified the offending cylinder in any other way in the engine monitor data. But in both cases I could feel the extra slop in the valve guide by hand once the jug was off after seeing the tell tale crescent at the edge of the valve face.
  13. DXB

    High nickel in oil?

    Although I'm not sure of other possibilities, I'd bet that you do have an exhaust valve guide that is going bad. A careful borescope exam of the exhaust valve faces should tell you which one it is. It's happened to me twice so far. The times on the cylinders may not correlate with which one is the offender. In one of my cases, there was also a hiss at the exhaust when pulling the prop through the compression stroke for that cylinder. The leak was also audible at subsequent static compression check, but the compression number was still in the 70s. In the other case, the compression on that cylinder turned out to be low. In both cases, the guide was out of spec on wobble test with the valve covers off. As a quick diagnostic that an owner can do easily, I'd say borescope exam through the bottom plug hole is a pretty powerful way to anticipate an A&Ps findings.
  14. DXB

    Mooney M20C Purchase Air Mods

    Congrats and welcome to our rather exclusive and prestigious '68 C model owner's club . It's a really great plane. I'm actually surprised to see that your rudder is corrugated - I thought those didn't appear on any planes 'till 69, when they also went with a full length rudder. You may already be aware that the '68C has the distinction of being the last year they had the J bar and flush rivets on the wings for the C model. They also improved the carb heat box design that year. However the loss of the movable cowl flaps that year was definitely not an improvement. You'll see what I mean when you get your engine monitor put in. Word of warning, given that your bird appears pretty stock - upgrades can get pretty addictive - at least they did for me. But that 50 year old plane can become an incredibly stable, modern IFR platform pretty easily. I hope people are still upgrading them 50 years from now.