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afward last won the day on September 3 2019

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About afward

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  1. I can corroborate this: Having a single cylinder not producing close to the same power as the rest is a very uncomfortable experience with a Lycoming IO-360. In my case, I could run about 75% power with a full rich mixture and get a smooth-running engine. That put the lean cylinder right at the bottom of the red fin (safe, but barely) and the rest well above the top. Pulling back to land was not pleasant, though. Very rough running. 6 cylinder engines do have the benefit of having overlapping power strokes. That makes them far more smooth just in general, so losing a cylinder rea
  2. So for the debrief... A few things jump right out at me: If hearing pops like you're bumping transmit, move your hand so that's not possible. If hearing pops while getting banged around in turbulence and #1 has been accomplished, get out of the turbulence. If on flight following when the panel goes dark, just go where you need to go; ATC will clear a path and give a heads-up to your apparent diversion airport. ... but be reasonable; Going to Tampa Intl would not have been OK, even if it was a legal option. Lakeland should've been my choice. If the engine s
  3. So this is a bit of a continuation of the story from my last PIREP... Before I tell how I got there or the rest of the story, I need to really speak highly of the Director of Maintenance at Wilco Aviation Services. He and his wife (Jeff and Barbara? I didn't _quite_ store away their names) were there unloading a refrigerator and would be leaving in a few minutes at the time I arrived. Both took a good chunk of their afternoon to make sure I was OK and to take care of the plane. He is also a very diligent and observant mechanic, which helped me have confidence in the plane to go the rest of
  4. Ha, yeah. That's one thing I didn't get: The ride from FLL... Edison was so swamped with work the day I arrived he wasn't able to get away. Either way, I'm sure he will do a great job addressing that minor leak you have for a very reasonable price. Banyan does have a very impressive(ly expensive to operate) FBO over there. And to be fair, Stevo's videos really don't do it justice; it is really nice. The pilot shop was pretty cool, too, though I'm usually still an "order it online" type for that stuff.
  5. So my plane is now home with freshly resealed fuel tanks. I cannot express how strange it is to sit in the plane in the hangar and _not_ smell fuel. It's like a totally different machine! I called Edison @ Wet-Wingologists East on about the 25th of January and was surprised to find he had an opening for February. We flew the plane down the following week, left it with Banyan (per Edison's instructions), and spent a few days on Miami Beach (not my style, but still nice) before flying back commercially. Over the next month, I called for status several times to find that Edison's sealan
  6. I've been fighting this problem for months. After (your A&P is done) cleaning the nozzles and the ports they go into, (the A&P should) check the fuel bowl (bottom of selector; be careful putting the o-ring back on), inline filter (just forward of fuel pump; from a SB, you may not have it), and finger screen (behind fuel inlet on fuel servo) for debris. Check inside the finger screen chamber to make sure it isn't full (mine was so full of rust and "gunk" that the finger screen wouldn't come out without a pretty good tug). Check the age of the fuel lines, if 5-7 years or older, they p
  7. @DonMuncy I'll have to second @Tx_Aggie's comment... I bought mine from @Salvo last August and have been quite happy with it.
  8. Realistically, a receiver would only need to be able to pick out the timestamp and location (or tower Id to look up in a database) out of the noise. 20W or so can carry a really long way if you don't need a lot of signal to noise margin. The big problem with using cell towers is the frequency range required: The bands start at 617 MHz and go past 24.25 GHz. Not gonna be a viable option for most light planes (unless someone can figure out how to bend the laws of physics). We already have a good option: FM, TV, and VOR all have identifiers built into the signals, and they all transmi
  9. Thanks Anthony! That's a crazy picture... Far worse than mine was. That said, it's amazing how much better the engine runs with the replacement fuel servo (and a fresh cleaning of the nozzles ); Starts right up, idles smoothly & at much lower RPM, builds good power more smoothly, and shuts down cleanly. I've got a bit over a month before the tanks are done... I'll report back on this thread with results after I've had the plane back for a few flights.
  10. The socket itself is visibly clean (at least it was last time; I'm the one that put them back in, under supervision of course). The ports did have what looked like anti-seize around them, which I cleaned as best I could. Related to that, the next flight was to Wet-Wingologists... Everything was good, except it was touchy to lean: setting a target LOP took some back and forth before it settled just below peak with a 25F spread. I'll probably ask for the flow divider, steel lines, nozzles, and ports to be cleaned while the tanks are being resealed
  11. Haha, thanks Anthony! I don't have any pictures, but my IA is certain the dark globs are NOT from rubber hoses. Per his assessment, it looks just like one would expect sealant to look. Basically, aside from the rust in the fuel servo, all the contaminant we've found has been a very dark grey blobs, no large particles (looks like it could be very small particles in solution), and very sticky. In the ultrasonic cleaner it comes out as just a dark cloud.
  12. That... sounds waaay too familiar. Now I'm even more glad we replaced the whole servo! I will note the new one took to idling at ~700 rpm quite easily and it actually shuts down properly when I pull the mixture. Bonus? I just snagged the last reseal slot at Wet Wingologists for February, so I'll have a PIREP on them in a bit over a month... If I'm still having problems after that I'll be off to Maxwell to get the remaining hoses old replaced.
  13. Y'know, I thought of that... There for a little while I was getting some crud out, but looking at the JPI data I think the problem started before then and I've not gotten any crud out in the last few months... There is a seep in one tank and a slow drip in the other when more than half full. I am scheduled with Weep-No-More, but it's gonna be a while and I'd really like to have a reliable plane before then (next year)...
  14. This is killing my IA and I... My IO-360-A1A seems to clog injector nozzles every couple flights. We pulled the screen after the fuel pump and cleaned it, overhauled the fuel divider, replaced the throttle body & replaced the fuel line to the flow divider, and cleaned the flow divider. Flew it yesterday for about 20 minutes, and today all the nozzles were blocked (only one even had light showing through). We're at wit's end... A few details: The grit in the inline screen was lighter colored while the "globs" in the nozzles and flow divider have all been very dark. The no
  15. Funny enough, though I'm not an EE or radio guy I've previously looked into doing this. Fractal antennas for ultra wideband coverage, FM & TV tower database with auto-ID (via RDS / ATSC header decode), VOR reception with auto-ID, Doppler calculations to aid in vector determination (and ultimately 3d position determination), etc... SDR receivers would be required to make it work. Interesting ideas, but ultimately I decided I didn't want to build a whole navigator. One issue I thought of is frequency stability of the broadcast media antennas... For that I figured I'd use three anten
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