warren.huisman

Where is it? Perhaps there is a MS’er on here who is near the airplane who could lend you a proper jack? Sent from my iPhone using Tapatalk

It is, but the oil congeals in the oil cooler and therefore prevents oil flow. I am saying this from experience. -25 F on the ground and the engine was over heating in flight due to this. I tape off the entire oil cooler when it is anywhere near this temp. My experience is in a J model. I assume other models with different engines would react similarly but I have no first hand experience with them. Sent from my iPhone using Tapatalk

Make sure you have an oil cooler winterization plate or equivalent (aluminum tape works well) over the oil cooler or the engine will over heat. If the oil cooler is covered you should be fine. The cabin can get a little cold, especially for your feet as the heat comes out well behind your feet. Sent from my iPhone using Tapatalk

Hitting the west coast of Michigan at 15k. For anyone familiar with the area, Silver lake and the Silver lake sand dunes are clearly visible!! Sent from my iPhone using Tapatalk

Here’s what it looked like in the Midwest yesterday. Sent from my iPhone using Tapatalk

Update on the autopilot. We finally figured out that the instrument shop messed up the overhaul. The output from the gyro was reversed which led to the immediate pitch up or pitch down. Frustrating couple of months but it is working again. Sometimes perseverance pays off! Thank you to Bob Weber for his help as well. Sent from my iPhone using Tapatalk

Swap bulbs and make sure the issue follows the socket and not the lamp. Sent from my iPhone using Tapatalk

Update on the autopilot. Altitude hold started to get really lazy as well. I could easily be plus / minus 3-400 off target altitude. So the next step I took was to remove the attitude indicator and have it overhauled by a local instrument shop. He found several things wrong which plausibly explained my issues. However, when the gyro was reinstalled into the airplane, as soon as the autopilot is engaged, it immediately pitches down or up. It is not consistent whether it pitches up or down. I took it to an avionics shop and we checked the harness between the gyro and the autopilot and it all checked ok per the wiring diagram. We also measured the excitation voltage with a meter and it was approx 1.2v rms, (we didn't put a scope on it). According to the instrument shop it should be 5 volts ac and 5000 hz. Any ideas for next steps?

I’ve used one on a Cherokee and was very happy with it. Sent from my iPhone using Tapatalk

What are your power setting which have the vibration? Sent from my iPhone using Tapatalk

This autopilot always has pitch control active, either altitude hold or attitude hold. I did try to put it in attitude hold and then select and hold down without success as well. (It does not have altitude pre-select). It’s just very strange that it will initiate a climb but not a descent…. It’s the same servo as far as I know… Sent from my iPhone using Tapatalk

I have a century trident 2 axis autopilot with altitude hold. Nice autopilot but lately it refuses to descend. It will climb and hold altitude on command but not descend. Ground check, up and down seems ok. Any ideas or is my auto pilot going Tago Uniform? Sent from my iPhone using Tapatalk

I’ve had this problem a couple of times and it has been broken wires where they exit the yoke tube and another time I had a bad micro switch. Sent from my iPhone using Tapatalk

Vinyl numbers are certainly available and they aren’t terribly expensive. I’ve used them on aircraft which had the little tiny numbers - ATC couldn’t read them - and they worked well. No ideas the legalities of having only Vinyl numbers however…. Sent from my iPhone using Tapatalk

I’ve was thinking the same thing! Sent from my iPhone using Tapatalk

Highly recommend Oasis in Willmar. I’m also in Michigan and have been getting my J serviced there. Sent from my iPhone using Tapatalk

How much do they weigh? Last week I had the airplane parked at the ramp on a trip and saw constant lightning for 30-45 min in the direction of the airport. Fortunately, no significant hail, but I was extremely concerned. Sent from my iPhone using Tapatalk

It’s a good idea, but I only use vacuum for the backup AH which drives the autopilot and vacuum speed brakes. I’ve considered getting an electric back-up pump but I’m already fairly light in the useful load department. Sent from my iPhone using Tapatalk

Changing oil to me is a pain as I seemingly haven't figured out how to get the filter off without making a mess and getting oil everywhere, the rest is not big deal to me. Any of you see the AOPA video demonstrating the anti-splat tool? Thoughts??

No worries. I actually had it fixed earlier this week. I confirmed it was actually fixed flying today! Sent from my iPhone using Tapatalk

This is exactly what I found. It seems the hose was linked where it connected to the main vacuum line. All good now! Sent from my iPhone using Tapatalk

I have an instrument warning source inop light that is lit. However, I have no malfunctioning instruments and the vacuum is reading in the normal range. Before I take the glare shield off and start following wires, anyone have any idea what this warning light is indicating?? Sent from my iPhone using Tapatalk

Oasis in Willmar MN Sent from my iPhone using Tapatalk

Any chance you are going to OshKosh this year? GLAP isn't so far away in Michigan. I've picked up parts directly at the factory previously.

I would mask around the installed stall strip with masking tape to mark where it is currently, remove the strip, abrade the surface per the instructions and re-glue it…. Do you have the instructions from Cav ice? I can send them to you if you don’t already have them Sent from my iPhone using Tapatalk