chrixxer

Okay, I got Savvy's three page analysis of my recent diagnostic flight (I flew each of these flight profiles). Take-aways: My plane has lupus. Induction test shows a possible leak around #3, possibly impacting #2 and #4 as well. Multiple GAMI sweeps confirm non-optimal mixture distribution (0.5, 0.9, 0.7 GAMI spreads). Injectors 1 & 4 are equally lean "making it unlikely they are both dirty," and 2 varying rich injectors, "suggesting cleaning is unlikely to help." After checking for an induction leak, will try cleaning, and/or swapping 1&4 and 2&3. Premature ignition misfire bottom 2 & 4, top 4 plugs. The bottom plugs are ~6 months and 80 hours old Champion REM37BYs; if internal resistance is off (>5K ohms), will replace with Tempest REM37BYs. First we'll be cleaning and inspecting them. Mags are closely timed, timing "appears even." RPMs are low (2629 on take-off, not rising to 2641 until 11 minutes into climb, when I leveled off). Will have prop governor adjusted. Max power FF 15.7 gph. When everything else is dialed in, will address this. I might have a probe failing on CHT1 ("suspected non-standard"); I've recently had to replace CHT3, factory CHT, and EGT4, and most of the JPI probes are the same age. Master bus is good with constant 0.3V oscillations. No inoperative sensors, anomalous channels, or noisy channels. My powerplant management is "ok." Engine monitor data is good. CHTs are excellent in climb (318-360). The saga continues. (So glad my Labrador's chemo is almost done, I can only hemorrhage money from so many places at once...)

I should write a book, or at least a novella, about picking up 4BE in North Carolina and flying it to Santa Monica by way of Mt. Sterling, Kentucky (unplanned weather diversion), St. Louis, Missouri (planned, picked up a friend), Ft. Worth (planned; mmm, BBQ), Odessa (not planned - weather diversion), Tucson (planned), and San Diego (planned, dropped off my friend). The hydraulic flaps failing. Getting tossed sideways at Blue Grass Airport. No ground transportation at Mt. Sterling. Dashing into and out of a 24-hour Walmart to get tie-down straps ahead of that thunderstorm. Sideways rain and lightning in Odessa as the TV pixelated the show it was tuned to when I flipped it on: "Why Planes Crash." Tripped generator breaker at Tucson. Getting jump-started by the FBO's minivan. Seeing my first dry line from the air. Portable electronics backing up all the plane's systems (handheld radio, Stratus 2 with AHRS, iPad with ForeFlight)... Good times. OP, advice: Your plans will change, while you're in the middle of making alternate plans. Carry cash and credit cards and checks. Take your time. Have a blast! If you can, have ADS-B with you (Stratux or Stratus or ...). If you really want to be on the safe side, get a Garmin device with XM weather, too (stand-alone GPS or one of their GDL90 receivers), and a one-month subscription. I'd have a handheld radio, just in case.

Spider was not replaced or, AFAIK, inspected. Lines were not replaced but were inspected. High fuel pressure was the "fault" of the fuel pump (even after the servo came back bench-adjusted, PSI was still over the red line, until we swapped in a different pump). The piece of gasket was retrieved intact, and I believe it was taken out of the "dry" side of things; FWIW, I was able to restart the engine in flight by leaning almost to ICO, which brought the fuel-air mixture back to one where combustion could occur - which heavily implies an airflow blockage, not a fuel blockage. Paul at Savvy (this morning) stated there was no evidence for an induction leak and said there was no need to run that flight profile, but as I'd already done it, we have the data just in case. I'm not even doing my own oil changes until I've done one with an A&P watching me do it! (Thinking oil every 35 hours by myself, oil + filter every other oil change with an A&P. $300 for an oil change every 35 hours is a bit on the steep side...)

Um, I explained the first "messy ... RPM drop," it had nothing to do with mags.

Mag check RPM drop is a bit over 100 RPMs, but within spec ("Neither magneto should drop off more than 125 RPM when operated individually nor should the difference between the two exceed 50 RPM"). ... Or so I thought. I just went through the JPI data and did my own tabulation. The left mag's average RPM is 126 RPM below "both," so, 1 RPM beyond what the book says it "should" drop off, and fluctuates ± 6.5 RPM. The right mag's average RPM is 111 below the average for "both," and fluctuates ± 12.5 RPM. Something to keep an eye on, but I'm not super concerned at this point (and I suspect, as I address everything else that's going on, this will clean up a bit, too).

Two mag checks. What you're seeing there is me running my pre-flight checklist: 6:19 - 6:33, two prop cycles 6:33 - 6:49, both mags 6:50 - 7:17, left mag 7:18 - 7:37, both mags 7:38 - 8:05, right mag 8:06 - 8:20, both mags 8:21 - 8:43, throttle idle check ... etc. RPM counts are pretty accurate. My A&P checked the mechanical tach optically recently, and I've used the iPad / iPhone apps to check RPMs "audibly" in flight periodically, to cross-check the JPI and the mechanical tach.

So, like, 100% of my flights, here in SoCal...

Agree to disagree. When I'm in the middle of flight ops, and not so familiar with the EDM-830 for it to be second nature (this is like the 3rd flight when I've been able to actually use it), the LOP icicle screen makes it easy for me to see when the last cylinder has passed peak. Per Savvy's instructions: Now lean very, very slowly (a vernier mixture control really helps) until the first cylinder reaches peak EGT ... Continue leaning very, very slowly until each cylinder reaches peak EGT https://www.savvyanalysis.com/articles/in-flight-diagnostics

You're right. Probably plugs, then, not mags? (If it was a mag timing issue, wouldn't all four be impacted?) I'm embarrassed to realize I don't know this, but which mags are connected to which plugs on the different cylinders? I know they alternate.

To be perfectly honest, leaning to that level of roughness ("just before it quits"), with the "less than precise" mixture control in the quadrant, after another F pilot may have just mixture-control-failure'd his way into a totaled airplane doing a GAMI test, and with my history (including preparing to ditch this very plane in the Pacific with a dead engine!) ... skeeves me more than it should. Maybe with some red wine and Xanax! (Kidding!!)

For me LF mode was easier because I could instantly see at a glance when each of the cylinders had passed peak. I'm not as familiar with normalize mode and it doesn't seem nearly as obvious.

A&P reported he found it in the fuel servo. Not sure "baffle" is right; it was the lower part of the gasket that seals the ram air intake door.

Yeah, RPMs often hunt a tiny bit. When I’m not mucking with other settings, it fluctuates maybe +/- 10 rpm in cruise. I just assumed that was the extra precision of digital vs 50 year old mechanical tach. We’ll check mag timing and do the baby jar test, hopefully next week. Both Paul and my A&P want to get the prop governor adjusted before I dive into FF issues though. The Savvy flight profiles call for a 3-4 minute lean, which I was doing for the GAMI sweeps (had a stopwatch running). It’s a challenge with the quadrant power controls, to do it slowly and steady enough to not be “too quick,” but not so slowly that the JPI interprets a false peak and shifts into icicle mode prematurely... Sent from my iPad using Tapatalk

Okay, did another diagnostics flight. Uploaded it to Savvy and crossing my fingers Paul can get to it before the long weekend. Have some time booked with my A&P next week. https://savvyanalysis.com/flight/3188152/aa0f2851-beff-485c-b05d-2d2fa7389b02 Run-up ignition system ("mag") check (L/B/R/B, 20 seconds each): 6:56-8:12vionics on at 02:56:00Z. Take-off fuel pressure was 27 PSI, fuel flow in the mid-15s, RPMs were below 2650 until just a smidge at the very end (about 23:52), which I think was just my putting the nose down to level off. So, good news, I probably can safely adjust it +50 RPM safely, and get into the high 2600s without risking an overspeed. GAMI test conducted at 7500' (leveled off and set power starting about 24:00), 21.9" MAP, 2400 RPM, 65% power as indicated by EDM-830, 13.8 gph full rich. GAMI lean 1: 26:24 - 29:04 Enrichen: 29:04 - 31:20 GAMI Lean 2: 31:20 - 34:48 Enrichen: 34:48 - 38:08 GAMI lean 3: 39:04 - 41:44 Ignition stress test ("smooth" (no roughness) on both L and R) (B/L/B/R/B >30 seconds each): Both: 41:36 - 42:24 Left: 42:24 - 43:00 Both: 43:00 - 44:08 Right: 44:08 - 44:56 Both: 44:56 - 45:52 Induction leak test done at 5,000' 24.1" 2550 RPM, then 14.1" 2550 RPM: Leveled off at 5,000' at 49:44 Full rich at 50:56 WOT (24.1"): 50:00 - 51:36 10" MAP Reduced: 52:32 - 53:04 (at which point ATC needed me to descend for traffic so I ended the test). Flew the RNAV LPV approach for 29R. Post-flight idle check (850 rpm at 2 gph full rich): 1:05:20 - 1:08:00 (1:07:52 was where the engine started to stumble and threaten to cut out). (Paul recommended I try this check when the plane was post-flight warm. Clearly it's way out of spec; idle is way too high, and idle mixture is way, way too rich.) After that, just a mile long taxi back to the hangar. Sigh. Does this stuff get easier? Less expensive? Ever? (More and more, renting a clapped out, threadbare Arrow for $195/hr is seeming like not such a bad option... )

I did all the flying yesterday with ANR off, and didn't hear or feel any roughness or erraticness (?) in the idle. I'm not sure I'd call it purring or loping, but it didn't seem in any way out of the ordinary to me. But I'm adding the Induction Leak Test (assuming that's what you meant; https://www.savvyanalysis.com/articles/in-flight-diagnostics ) to my next flight, thanks! Can't hurt.

I'll add it to the list for my A&P, thanks!

Though this bit from the Lycoming document you linked, suggests partial blockage would manifest itself visibly on the engine data: When fuel flow is only partially blocked by dirt in the injector nozzle, the exhaust gas temperature will rise and not respond to mixture control until idle cut-off is reached. The reason for this is that the blockage now becomes the primary restriction and is independent of mixture-control position.

Cool, thanks! Particulates? Never that I've seen. Tanks were stripped and resealed about 3 years ago.

Yeah, not sure what's going on with EGT1/CHT1. At the 5:00 minute mark I was at idle and had been slowly leaning from full rich to almost ICO. As soon as it seemed like the engine was going to cut out, I restored the mixture. That's the exact moment when it started to stumble from being too lean. EGT4 is 20-50° hotter than the other cylinders in flight, aye, but I'm told that's normal and likely due to minute variations in probe placement. I'll know more when I open her up again. "EGT1 is staying colder and really falling out the bottom at the end of the flight like it started...." You mean at about 42:05? That's at idle, taxi'ing back to the hangar after landing. (Mile long runway, several minutes taxi time.) "See if you can point out where the mag tests were... time and switch position... because it isn’t super obvious with all the different things going on..." I kinda did, with timestamps and video, but here goes. On the ground mag check (video): 10:40-11:05 left mag 11:05-11:20 both 11:25-11:50 right mag 11:55-12:10 both 12:15-12:30 left mag (again) 12:35 back to both (Turns out I did have about 15 seconds per position, I remember waiting for everything to stabilize before moving to the next step in the check, but didn't realize it had been ~15 seconds between key turns.) In flight mag check, at approx. 65% power (video): 34:15-34:35 left mag 34:35-34:50 both 34:50-35:10 right mag 35:15 back to both "Something is weird at 5minutes and 15minutes where the EGT4 has unexplained peaks like a plug not behaving..." I'm not seeing anything at 5:15. At 4:40 there's a spike, but that's the idle mixture test. At 5:15 EGT4 is 16°F hotter than EGT3, and the total spread is 136°F. I've had bad plugs before (hence having them replaced in December), I know what it looks like when one cylinder isn't firing during a mag check. I don't see that here. (And wouldn't a plug not behaving cause the EGT to drop significantly, rather than peak? No combustion = no exhaust gases.) Yeah, here's a run-up I did for my A&P mid-December (that resulted in the plugs being swapped out for new); note how EGT2 drops on the right mag, eventually dropping off the scope completely: https://drive.google.com/open?id=1GmvuzgYgduywOs6nfY755J92O78igqP4

Okay, I found some GoPro footage from the RTS flight out of CMA in November. The FS-450 showed 16.4 peak, 16.1-.2ish, fuel flow on take-off out of Camarillo (CMA), field elevation 76.8' (basically the same as my home field, Torrance (TOA)). Full rich, full throttle, full RPM, and within spitting distance of what I saw yesterday morning. So it doesn't appear to be an erroneous reading on the EDM-830. I didn't have the -700 installed, and the -830 hadn't been put in yet, so no temperature data whatsoever, other than the factory CHT. Pre-Pt. Mugu Footage Found Okay, I found a recording of a flight in late June 2018, departing from Paso Robles (PRB), field elevation 800', and it was a warm day (AWOS: 200 @ 15, vis 10, sky clear, 25°C, DP 14°C, 29.88, DA 2300'). Fuel flow on the FS-450 peaked about 17.2 gph and mostly settled in between 16.9-17.1 gph for the initial climb out, then as follows: 1000' AGL (1800' MSL, DA ~3300'): 16.4 gph 2800' MSL: 16.2 gph 3800' MSL: 15.8 gph 4800' MSL: 15.5 gph 5500' MSL: 15.4 gph (leveled off) (And then I pulled it back to about 12 gph for cruise.) Same transducers, same K-factor, as currently being used (accurately) with the EDM-830. So I seem to have lost around 2 gph from "before Pt. Mugu," and it might have been sub-optimum back then, too (book value is ~100% power at 28.4"/2700, 18.6 gph, at sea level; at 2500' DA, that's 27.5/2700 at 18.2 gph. Found an early May 2018 after lunch departure from French Valley (F70), field elevation 1349', hot day... Same: 16.9-17.1 gph on departure, on the FS-450.

(1) I did an in-flight mag check at 1 second data capture on the last flight: Flight: https://www.savvyanalysis.com/flight/3184233/6303f208-abf0-4bb2-85f2-cec502549fbd This one also wasn't exactly like I'd want to do it (too low, not at my "normal" cruise settings). 33:35. Did it about 22.5"/2400 RPM at about 9.5 gph, at ~700' MSL/AGL (which should have been right around 65% power, again, I was simultaneously dodging airspace and staying under a cloud layer, etc). Again, nothing sticks out like a sore thumb vis-a-vis the ignition system. Video: https://drive.google.com/open?id=1K7Lr6jS9oUTM9EiFatmMEFOPTSjohDxy (2) Historical data, not sure, the old EDM-700 and FS-450 didn't have any way to export data (at least, not in this installation), so I definitely don't have, e.g., JPI files pre-Pt. Mugu. I think I had a GoPro running capturing the panel during my first flights, when I picked it up from Ron back in April of last year, let me dig. (3) See #1 (the in-flight mag check especially had 20 seconds on each mag individually and 20 seconds on "both" between the left and right checks). Link to flight (for some reason the forum is appending extraneous characters to the end of the URL when I linked it above): https://www.savvyanalysis.com/flight/3184233/6303f208-abf0-4bb2-85f2-cec502549fbd (copy and paste if the link doesn't work? Should end in "fbd")

Baby jar test? Injectors were inspected and cleaned 6 months / 100 hours ago. Can revisit, once my A&P has time to come up for air. Mixture is going to the stops on the servo.

Fuel pump: Log book entry says LW15473, but I remember a post-it note with something more specific (Aircraft Spruce SKU) I'll see if I can dig out. I haven't watched fuel pressure at take-off to note the exact PSI showing, but it's always solidly right in the middle of the green arc (14-30 PSI). Every other time I've looked at it (run-up, in cruise, etc) it's about 25-26 PSI. The fuel servo was already sent to Precision Airmotive once: Cleaned and Flow check injectors. Fuel servo removed and returned for flow bench test by manufacture. [sic] Re-installed fuel servo. Adjusted mixture and idle. Leak checked. The chronology: Emergency landing at Pt. Mugu Fellow local-to-Pt. Mugu (OXR) Mooney pilot recommended "an A&P with a van" who worked out of CMA. That A&P visited my bird on the ramp at Pt. Mugu and found the piece of ram air door gasket in the fuel servo. I ordered a "rebuilt" (step up from overhauled, about 1/2 the price of brand new) fuel servo and had it shipped to the A&P, who installed it. A&P then found, with the mechanical fuel pump only, it was only showing about 1-2 PSI, and would only go up to 2100 RPM; attempt to go any higher and fuel pressure dropped off almost completely. Worked fine (full RPM, normal green arc pressure) with the electric fuel pump. A&P tried to convince me to fly it to CMA on the electric pump. I respectfully declined, and ordered "the right" pump from Aircraft Spruce and had it delivered to the A&P. (Tempest overhauled LW15473.) When I went to move the plane from Pt. Mugu (the Navy was very gracious but really getting tired of having my plane hanging out with their Hawkeyes) fuel pressure was pegged at the top of the meter (>35 PSI). At first the A&P was like, "it's air in the lines," or whatever, but I refused to accept the plane back until the fuel pressure was in the green arc. I basically gave the A&P a blank check to take care of all of the stuff he'd identified while working on the plane at Pt. Mugu, and to do an early annual (it was due in October, IIRC, this was in July): Mags, p-leads, etc. I think they swapped in yet another fuel pump, and that's the one I need to track down the Post-It note for, and the A&P had an IA working with him (that I didn't even know about until after the fact), who wrote the above italicized logbook entry. Things that were done during that long annual and maintenance (per logbook entries and the sparse "invoice" I got): Performed 50/100 hour annual inspection IAW Lycoming overhaul manual and FAR 43 appendix D. Cleaned, inspected, tested, and rotated spark plugs. Removed magnetos and sent to Aero Accessories for 500 hour inspection. Reinstalled magnetos P/N 10-163045-3. Timed magnetos to engine. (Aero Accessories: "Repaired and Complies with Bendix 500 Hour Inspection and all AD's. Replaced contacts, felt washers & strips, oil seals, oil slingers, RETS, carbon brushes, recon. dist. block, recharged rotor, retimed and tested." Charged $240x2 for that, $110x2 for labor, and $185 for a coil.) Replaced ignition harness with new P/N KA12402. Removed fuel servo and sent to Precision. Installed rebuilt servo P/N 2524054-11. Replaced fuel pump P/N LW15473. Inspected exhaust for leaks, no leaks found. Replaced induction filter with new BA6108. Drained oil etc (8 quarts W100 + Camguard), no debris in filter, replaced with new P/N CH48110. Compressions: 76/80, 76/80, 77/80, 76/80. Cleaned engine. ADs current to revision 2018-22. C/W AD 11-2-04 by inspection of fuel injector lines. Performed leak and operational checks on ground run. No defects noted. Cleaned fuel screen and gascolator. Flow divider clean reseal measure. [sic] (I also have line items on a hand-scrawled list for "fuel pump gasket," "vacuum pump hose" (x4), etc., and one that doesn't make sense, for "Fuel Pump LW40595," which AFAICT doesn't exist.) I'll have to measure the EGT probe location next time I have the cowling off...

(1) Yeah, I asked for Tempest, but the A&P had Champions on hand, said they were "just as good," and I was about to leave on a long cross-country (TOA to SUS)... (2) No. My fuel totalizer is basically spot on (within .5 gallons/tank). E.g., the other day the totalizer said I had 16.8 on board; filling to the 50 gallon tabs, I took on 33.1 gallons. (3) Unlikely. It's usually spot on, too, and I'd think "wiring" or a bad 830 would show up more regularly. If I had to guess, Occam's Razor, I'd say it's more likely the GNS430W hadn't gotten a good fix early enough. There's some interesting terrain around there. And I just checked my ForeFlight track log, and it shows the same track I see in the map view of the JPI data (ForeFlight gets its GPS position data from the FDL-978-XVR, which in turn gets its data from the GNS430W). (4) The avionics shop that finally did everything I insisted on (swapping in a new factory CHT probe, etc) checked all the voltages with a Fluke and everything was within spec. I watched them do it. And I've never seen more than 15.x on take-off, even when I had the FS-450 (when I installed the -830 I had the transducer and GPS connections moved from the FS-450 (which I had removed) to the EDM). What I'm starting to think maybe happened ... Back in October, the A&P who was doing the "early annual"/etc following the emergency landing, was having a hard time getting the fuel pressure into the green arc. I know he sent the servo back to Precision Airmotive to be bench-adjusted; maybe they set the fuel flow too low, as part of the attempt to get the fuel pressure below the red line.

I didn't get a chance to fly the SavvyAnalysis Pro Flight Test Profile this morning, there was a low layer keeping me (without filing for IFR, which complicates things) around 1,000' MSL out over the Pacific; I didn't want too far offshore, and the airspace around there can get convoluted. Also had to get back to the office for a client meeting, so I can afford whatever comes next. (Sigh.) I'll try to do it this afternoon/evening. But here's what I've got so far. Flight: https://www.savvyanalysis.com/flight/3184233/6303f208-abf0-4bb2-85f2-cec502549fbd 1. Logging interval I changed the RECORD TIME on the JPI to 1 second. (You know what's awesome? The way JPI's documentation isn't updated to reflect changes to the user interface. But I digress.) 2. MAP and OAT adjustment I checked the MAP setting (-0.5) in the JPI with the engine off, at almost sea level (KTOA elevation is around 100' MSL). The ATIS altimeter was 29.92; the JPI can only be adjusted to the nearest tenth, and was at 29.9. The factory MAP gauge was reading just shy of 30 In. Hg. (In the run-up, I noted the JPI was showing about 12.5" MAP while the factory gauge was showing about 11", but I have no idea how accurate the 50 year old factory instrument is.) With the engine off, the OAT on the JPI matched the factory gauge sticking out of the window (24°C), in the hangar. With the engine running, however, after being in the run-up for about 5 minutes, the factory instrument matched the ATIS information (15°C) while the JPI OAT was reading 19°C. I adjusted the JPI down to match the factory gauge and ATIS report, and will monitor over the next couple of flights to see how they compare. Video: https://drive.google.com/open?id=1dOaC9-r-hK3kralLeRu-DhQ6Agdp_tWN 3. Check idle mixture I followed the Precision Airmotive instructions (15-338e.pdf) for an idle check of the Idle mixture (at 3:45; the earlier one saw my oil temp drop into the red, so I discontinued it until the engine was warmer): Full rich, idles about 770 RPM, at 2 gph. Leaned to 1.3 gph, RPMs climb to about 950. According to the Precision Airmotive manual for the fuel servo, that climb indicates the idle mixture at least is way too *rich*, not too lean. Video: https://drive.google.com/open?id=19-xi66mWMVI3NQtGL1RWn-fa4Qb43d91 4. Run-Up No abnormalities I could see vis-a-vis the ignition system check. Starts at 00:10:00. I did it in "Normalized" view on the JPI, and no cylinder / mag combination stands out as being problematic. Video: https://drive.google.com/open?id=1zUJGTxp_s1wCNmTR-12gDRFdSUBO9yv6 Did another idle check after the "mag" check; basically the same as before, though I had to fight the throttle to get it below 800 RPM and when almost to ICO RPMs rose to over 1,000. Video: https://drive.google.com/open?id=1QKoUHhsEW9JW0WC8rwmgq_yuKJYvIFMu 5. Take-Off From sea level on a very standard day (15°C and 29.92" Hg), take-off roll started at 97.8' MSL), 17:20, MAP was 29", RPMs around 2600 (peak 2674), peak EGT was #4 at call it 1400. Fuel flow was about 15.8 gph. No video (duh). 6. 1000' lean check After departing TOA and climbing out past TPA (1100'), I made a left turn at the shore and leveled off at 1,000' MSL/AGL, with power set at WOT, 2550 RPM, and pulled back from full rich. 23:10 in the flight record. I'm not sure I did a great job leaning for this quick test, I was more concerned with not popping the LAX Class B, but it looks like I peaked about 1575, so, take-off was 175° ROP. Not ideal. (I want to do a longer test with better conditions, and make sure I actually find peak.) Video: https://drive.google.com/open?id=1h9CIdzyLtpb1trUEIXoeM0jy5-KP0tyf 7. Horsepower adjustment I leveled off (around 30:35 - after fighting MAP/RPM for about 3 minutes, have I mentioned how much I miss the power controls from my '66? Hate the quadrant!) about 700' MSL / AGL and set power for 24"/2400 RPM, to get as close to 70% power as possible. (The placarded range on the scimitar prop makes that difficult down low; avoid continuous operations between 2350-2550 above 24" manifold pressure.) I started off with an HP CONSTANT of 108 on the JPI, and ended with 120, which brought the "% power" display to 69/70. Close enough for now, I'll dial it in more later, but at least it won't be significantly off like it was before. Video: https://drive.google.com/open?id=1hewwlIhmJqEZiwsww8xuJlaVH-cb81wf 8. Cruise Mag Check This one also wasn't exactly like I'd want to do it (too low, not at my "normal" cruise settings). 33:35. Did it about 22.5"/2400 RPM at about 9.5 gph, at ~700' MSL/AGL (which should have been right around 65% power, again, I was simultaneously dodging airspace and staying under a cloud layer, etc). Again, nothing sticks out like a sore thumb vis-a-vis the ignition system. Video: https://drive.google.com/open?id=1K7Lr6jS9oUTM9EiFatmMEFOPTSjohDxy