MikeOH

FWIW, and you probably are already aware, but only the LW15473 is shown in the Lycoming manual:

^^^ THIS ^^^ I'm probably the opposite, having learned to fly decades ago before GPS and in-cockpit traffic displays. I was taught to keep my head on a swivel looking OUTSIDE. Consequently, I likely don't spend enough time checking the iPad for traffic! Also, I've spotted traffic that isn't where the traffic display says! I've heard that can be caused by ground station delay vs. receiving directly from the other aircraft. But, how am I supposed to know that when searching for a target!!??! When I hear traffic announce on the radio my FIRST reaction is to look OUTSIDE; I fear some pilots go heads down to 'find' the target on their screen first!

No response visible to me, either.

So, is Ken still doing stand-up comedy or did he marry money?

Depending on your tolerance for 'hangar fairies' and "OPP": https://www.xenonflashtubes.com/spiral-helical-flash-lamps_14

Throwing in my $0.02. I think it's easy to blame youth/age/inexperience when it happens to the 'other guy', but I think that's a lot of 'whistling past the graveyard' logic to convince yourself it won't happen to YOU, frankly. IMHO, it comes down to distractions, external or self-made. It's the reason I check for gear down four times. And, yes, I've missed a couple when 'stuff' was happening; thankfully, never missed all four At the time of this story John Deakin was about as far from any of those 'reasons' as you could get: https://www.avweb.com/features/pelicans-perch-80-gear-up-landing-in-a-747/

Well, I don't recommend the alternative

BINGO! That's it in a nutshell.

My only exposure to APL was at a local community college back around 1974. I think it was an overview of computer languages: APL, COBOL, FORTRAN, ?? IIRC, the keyboard was unique to accommodate the special APL characters/operators, but it was a very compact/efficient language especially for matrix/data sets...but waaay arcane! Also that class was my first and last experience with batch processing (keypunch cards)! The young ones today don't know how good they have it! Oh, and your Alaska map is NOT even approximately to scale!

He could try APL

RUN, Forrest, RUN!!

I've got a KC standard interface around somewhere if you need data storage

Hmm, seems like the product of ANY business better be money...not much of a business, if not.

@cliffy Have you reported this to the NTSB?

I am NOT an A&P so this is just my opinion: I'd be far more worried about a maintenance induced failure brought about by messing with that inaccessible fitting, than a leak suddenly developing after many years of faithful leak-free operation. Sure, some things wear out and need to be inspected/replaced on a periodic basis; I don't think a fuel fitting falls into that category. Again, IMHO. Just check the lower fitting angle per the S/B and call it a day.

I'd leave it be. I have a high-time (2700 hour) engine and oil pressure runs in the mid-60s with higher oil temps (around 200 in winter, +220 in summer). It's been that way since I purchased 7 years ago with 2100 hours. NA IO-360A1A

Yeah, it kinda does. Maybe it's that the weak impulse coupling spark won't ignite a mixture on the edge of too rich/lean, but a long hot spark will.

If the SureFly can't fix fuel system shortcomings (I agree with that), then we are back to my question of how does a hotter/longer spark improve starting? The other way to look at it is to conclude the SureFly is making up for deficiencies in the engine system as a whole; i.e. hiding other maintenance issues.

PM me your address and I'll mail it to you. (You can PM by clicking on the 'double ballon' icon in the upper right of the page)

I think it's premature to blame the alternator. I would have an A&P carefully follow the Plane Power troubleshooting guide: https://planepower.aero/wp-content/uploads/2018/02/Troubleshooting-Single-Engine-Externally-Regulated-Alternators.pdf

Good point! I'll take a look.

Thank you! Doesn't look like it applies by S/N to my 1970 M20F.

Hmm, what is the S/B number, please? I want to check my plane for compliance.

None of that answers the part of my question that you did NOT quote, "...I thought it was fuel issue, more than anything". No question the Surefly provides a hotter/longer spark. I'm still not following how a hotter spark is going to ignite a mixture that is NOT within a combustible range. Which, again, I thought was the issue with hot starts (too much, or too little fuel).

If the oil is coming from around the vacuum pump, my guess is something is wrong with the new gasket; torn, wrong, miss-installed??