Skates97

Prop Control felt normal. Checking the cable afterwards showed no signs of anything amiss. RPM responded immediately when I adjusted it, brought it back to 2,700, then 2,600 for the remainder of the climb and 2,400 once at altitude. Subsequent flight (three trips around the pattern) I was watching for it and caught it before it got to 2,800 adjusting the prop control for 2,700 and leaving it there. On the two take offs following that it never went past 2,700 where the cable was set at. I couldn't tell you what the reading was when it occurred as my first action was to adjust the prop control. I can say oil pressure was normal on the take off roll and normal for the duration of the flight, but in that moment I don't know. In run-up oil pressure was fine and when cycling the prop oil pressure dropped as it should, I adjust the prop and watch the oil pressure for a drop. Once it drops I push the control back in which usually results in a drop of 1-200 rpm. Oil consumption five hours in is less than a quart which is consistent with my records after my previous three oil changes. The tach is possibly off. Months ago I was checking it with one of the cheap handheld readers and it consistently said it was a 2,640-2,650 when the tach showed 2,700. Of course that could mean it was a cheap instrument doing the reading that was off instead of the tach. I don't know if it was exactly 3,000. As I stated in a different thread, eye witness accounts are notoriously unreliable. My memory of the event is that just after lifting off, the engine sounded and felt different. The first thing I looked at was the tach because the engine sounded fast. It was above the red line so I grabbed the prop control and adjusted it. Was it between 2,800-2,900 or between 2,900-3,000? I really can't say with any certainty. I will post what the mechanic finds.

Nope, no oil leaks... It's going in the shop for the EDM 830 to be installed on Monday. I'll have to have them check it out.

I had something new happen on my flight back from Arizona Sunday. Everything was normal on take off, I confirmed 2,700 RPM as I began the roll, and then just after we left the ground it sounded and felt different so I looked over at the tach and it was between 2,900-3,000. The sound was actually different enough than normal that my wife even noticed it. I quickly turned the prop knob and brought it back down to 2,700. Tonight I went out to get in some night landings (my night currency would expire 11/14). It did the same thing to me, 2,700 on the roll but after leaving the ground surging up to about 2,900. Again I dialed it back and just left the prop set there as I was only doing pattern work. Ideas? The only thing that was done to the plane is I changed the oil and went from running Phillips Victory 100 to Phillips XC 20/50 (plus Avblend) for the winter as we will be travelling to Utah this winter. I can't imagine that the oil would make a difference. When I bought the plane it was running Aeroshell 15/50 and I never saw anything over 2,700 rpm.

This is how I found that the seal at the top in the back of my doghouse needed to be replaced. I put a shop light back by the oil filter and looked in from the front. The gaps and holes were easy to see. This is what they looked like before.

Eyewitness accounts are notoriously unreliable. Unless there is video someone shot on their phone or something showing smoke I would be skeptical.

I'm not trying to be argumentative, but I thought I had read in other places that it was not an issue with the Short body?

I installed it on my rear windows along with a strip along the top of the front windows and the top of the windshield as well. Makes a big difference, especially the piece on the windshield. I wrote up the step-by-step if anyone is interested. http://intothesky.us/window-tinting/

If all you are looking for is ADS-B in (out isn't required for a couple more years and sounds like you might sell by then) for right now just order the pieces off Amazon and build a Stratux. It will be about $110-130 and you will have free weather and traffic on a tablet. I've been enjoying it for months.

I do the same thing. I'm not concerned if it's more efficient to throttle back and burn a few less gallons.

They are just some of those ones that pop open and are held on with a suction cup that people use in their cars. They help if the sun is beating down on you, easy to put on and take off. You can probably get them and any auto parts place. I just got them from the pro-shop of one of our dealerships. Here's some on Amazon that are kind of like them. https://www.amazon.com/Shade-Window-Windows-Maximum-Protector/dp/B071LQDTFT/ref=sr_1_24?ie=UTF8&qid=1509945572&sr=8-24&keywords=auto+sun+shades+for+side+windows

Made a couple pilots and paws flights and also visited family in Arizona. I will write them up and post them this week but wanted to put up a quick picture. On the way back from Phoenix today I passed 200 hours, pretty good considering my first flight lesson was May 28, 2016.

That's really cool.

We just finished flying a two leg trip. Picked up a dog in Stockton last Saturday and brought him to SoCal where he stayed in a foster home until we brought him to AZ today. Really enjoyed doing it and will do more in the future.

It appears that way. I have never experienced the vibration or rumble in my C/D that others have said they get in their J's. Regarding RPM, my POH says: "In selecting a cruise rpm, it is recommended that the engine not be operated for cruise purposes within the range of 2150 to 2300 rpm." The 1977 POH has similar language: "In selecting a cruise RPM, the engine must not be continuously operated within the range of 2000 to 2250 RPM." Both of them are talking about flight in cruise, not slowing down in the pattern and landing. Maybe I missed that somewhere in the times that I have read the POH? It seems to me that at least in regards to a C model that people have taken the word "continuous" out of context and are applying it to all phases of flight, including the few minutes prior to landing. From what I see it is clearly referring to flight in cruise.

I thought SMO charged a landing fee. What about WHP just northeast of VNY?

This was my first upgrade, I think the most important one someone can do. Can't imagine driving around in a car with just a lap belt in the front seat but for some reason people feel comfortable with flying a plane like that. The LED landing light was my second, I like having it on all the time for the extra visibility.

That is my question. Based here out of SoCal I don't worry about it much, nor with flying to Phoenix to visit family. However, there will be some trips north to Utah to visit family this winter and I am wondering what to do there. Contact the FBO to pre-heat it for me?

Did they remove a rib from one side to make the other one? (It worked for Adam and Eve...)

I like the look of them, how is the reception from them?

Mine says to "inspect the flaps" on the preflight walk around. My process is to put the flaps down before I start and check them as I go around the plane. After I pull the plane out one of the steps before starting it is flaps up. This lets me make sure that they go down properly and hopefully if there is a leak in the system allowing them to retract then it will show up by the flaps not staying extended throughout the preflight process. Also I am able to watch them retract prior to the start up.

That works and whatever was changed in the original post takes you to the individual listings now too.

Doesn't look like the link is working right. It is just taking me to a general All Categories page on Ebay.

I will try to refrain from bringing threads back on track in the future. Kid at the airport: "Daddy, why is that man saying crazy things and just taking his plane in and out of the hangar?" Dad: "Just keep walking son and try not to make eye contact."

Is this easier to read??? On topic, from their website: skyBeacon will be available for Experimental and Light Sport Aircraft November 2017 it is available for preorder now. It will subsequently be available to a large number of certified aircraft through an Approved Model List Supplemental Type Certificate (AML-STL). Certification is expected in Q1 of 2018.

Ummm.... What else are you waiting to find out about? Sounds like you've covered most of it.