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alextstone last won the day on February 20

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  1. Let me preface this by stating that do not have the same equipment you do, nor am I a CFII...however I am willing to pretend I know what I am talking about from the comfort of my living room in relative anonymity some distance away from you. In other words, try this at your own risk.... Five phases of the approach: 1. Briefing the approach and pre-loading frequencies, etc. Current weather is above published AND personal minimums Tower is open (approach is NA if not) Brief NOTAMS Review the Missed Procedure (notice that there are two possible missed approach holding patterns - each with the same fix but different cross references as to DME) Set up the Equipment: STEC - HDG Mode, GPSS OFF 530 GPS - Load ILS approach with "Vectors to Final", VLOC mode HSI - Heading Bug set to current flight path. CDI set to needle head pointing to 221 degrees (inbound ILS course) NAV 2 - Here's where you will get differing opinions... I prefer to have the VOR for the missed set up and to use it initially, thus taking the GPS out of the missed equation until I am comfortably stabilized. So, I would set NAV 2 to 115.2 SAC with the compass rose on the CDI set to 58 degrees (the outbound radial toward the fix) During the Missed, you will have more to do than just fly that radial, but at least you have a starting point (this of course is a backup to the GPS, more on that later) 2. Vectors. Your autopilot appears to have "Dual Mode" which means that you can Press both HDG and NAV together within 45 degrees of the final approach course while leaving the AP in HDG mode, thus arming NAV while still staying in HDG mode (from the STEC 60-2 manual): Dual Mode Intercept NOTE: During operations with an HSI, simultaneous activation of both the HDG and NAV modes will provide selected angle intercepts. In flying a radial or localizer intercept, the autopilot will follow the heading bug until the aircraft reaches the proper on course turn point. It will then switch from HDG to NAV mode automatically. Selected angle intercepts may be used during VOR, localizer front course and back course (REV) operations. Localizer intercept angles greater than 45º usually result in some course overshoot, depending on the distance from the station and speed of the aircraft. Therefore, angles greater than 45º are not recommended. STEC - HDG AND NAV pressed 2. Intercepting the Localizer and glideslope STEC - monitor to verify a switch to NAV then APR upon intercept of the localizer. Also, realize that for the GS to couple automatically you MUST be below the GS centerline as per the manual: Intercepting and Coupling the Glideslope To arm the automatic glideslope (GS) capture function, the following conditions must be met: 1. NAV receiver must be tuned to the appropriate frequency. 2. The glideslope signal must be valid; no flag. 3. The autopilot must be in NAV/APR/ ALT modes. 4. The aircraft must be 60% or more below the GS centerline during the approach to the intercept point, and within 50% needle deviation of the localizer centerline at the point of intercept, usually the outer marker. 4-22 2nd Ed: Nov 01, 01 SYS 60-2 POH NOTE: GS arming will occur when the above conditions have existed for 10 seconds. Illumination of the GS annunciator will occur, indicating arming has been accomplished. The ALT annunciator remains on. GS capture is indicated by extinguishing of the ALT annunciation at GS intercept. Therefore, you should also monitor the capture of the glideslope and be ready to manually activate the GS on the autopilot using the following: Manual Arm/Automatic Capture If approach vectoring locates the aircraft above or too near the GS centerline at the intercept point, usually the outer marker, it becomes necessary to execute a manual arming of the GS. This is done by: 1. Pressing the ALT switch once if operating in the altitude hold mode. 2. Pressing the ALT switch twice if operating in the VS mode. Once capture is achieved, the GS annunciation will illuminate, and the ALT annunciation will extinguish. NOTE: If it becomes necessary to establish a holding pattern at the outer marker, automatic glideslope arming can be disabled by pressing the NAV switch a second time while in the NAV/APR mode. The GS annunciator will flash, and the Disable (DSBL) annunciator will illuminate, to indicate that the GS mode is disabled. To reestablish GS arming, press the NAV mode switch again. The DSBL condition annunciator will extinguish, the GS annunciator will cease to flash. 3. Stabilized on the glideslope STEC - finger on the AP disconnect HSI - monitor the approach GPS - activate the approach so that you may switch GPS directed missed procedure if necessary 4. Missed approach procedure. STEC - HDG Mode, turn to 90 degrees NAV 2 - watch for the needle to center, then track it outbound on 58 degrees by turning the heading bug. GPS - stay in suspended mode until you have climbed to 3000 feet and you are within 20 degrees of the outbound of 58 degrees. This should keep your GPS from flaking out. At this point, unsuspend the GPS, verify that the correct leg and fix are active (COSKA), AND that you have good situational awareness, then do the following: verify that the GPS reverted to GPS mode in the unsuspend process. activate GPSS and fly the missed with the GPS set NAV 2 if necessary to fly the approach with it as a backup (I would set up both VOR's and flip flop the frequency to determine my fix so that I could leave NAV 1 st up for the ILS assuming that I planned to try the approach again) My goodness, that's a lot and I am certain I missed some detail. Moreover, as I mentioned, I have never used your setup AND I am not a CFII....Grab a safety pilot on a VMC day and try it for yourself. Alex
  2. I've got my eye on that and similar engines for my Bravo when the time comes for replacement...although my engine reserve may be spent soon on groceries and toilet paper.
  3. That cannot be done in any practical sense. Read up on experimental - exhibition certification.
  4. I've seen it in the cockpit too. Loose connection somewhere.
  5. Well, if it was swapped, then I just pulled the wrong cylinder and oddly, it had a valve failure too :-).
  6. Probably. I thought of it. I had my son and wife in the plane with me. I might have tested that "probably" if I had been alone...
  7. @LANCECASPER, I have overhauled the exhaust system and turbo 200 hours ago and the V-Band clamps are in good condition. I've also changed (now) all six cylinders, overhauled the mechanical fuel pump and prop governor and replaced the starter. Flexible hoses are in good shape. GAMI's are tuned to .3GPH spread. I hope this is the end of the consequences of deferred maintenance and infrequent flying.
  8. Thanks for the list of's the link to the data (actually to all flights) In previous flights, the #5 cylinder CHT probe was the ring probe so it was reading 75-100 degrees cooler....
  9. That's impressive! This one will be the last of the cylinders that pre-dated my from this point on, no excuses if they do not last...
  10. Yep. That last one WAS at the last annual. I fly a lot. I'm thinking now at every 4th oil change for me...every 100 hrs
  11. In the midst of the COVID shutdown, Denise and I decided to fly down to Dauphin Island, AL for a short getaway last Thursday. The flight down was uneventful. We enjoyed the sun and each other's company along with one of our teenage sons. Then, 19:30 minutes into the return flight at 4500 feet, I performed a leaning procedure to confirm I had the correct ROP setting. As I moved past LOP through peak and toward the final ROP setting, I noticed that the engine was running just a bit rough. I asked Denise if she felt it too and she said "yes, what's that"? I then looked back at the engine monitor and saw the EGT for the #5 cylinder was high and climbing and the CHT was low and decreasing. I have to admit, I found it harder to commit to a diversion than it should have been. Those thoughts of "how bad is it?, Can we make it to home base safely?, How on earth will I get the maintenance done at a different field?" all conspired to create a few moments of inertia. However, I shook that off and I diverted to Trent Lott airport in Pascagoula MS. The cylinder is not off and you can clearly see just how close we came to total valve failure. This cylinder was installed in 2012 by the previous owner and it had about 525 hours in service, 200 of which were since I purchased the airplane. In the photos below, you will see a borescope image of the valve at about 350 hours time in service. I also show engine data during the failure sequence Questions: 1. What was the root cause? 2. How often are borescope inspections necessary to identify these problems? 3. What other early warning methods can one use? BTW, the temps were normal for this cylinder up to point of failure and data was uploaded regularly to Savvy and no flags were made using their automated Exhaust valve failure analysis. 4. What general "pearls of wisdom" come to mind with regard to this post? Piece of the valve found lodged in the bottom plug You can see where that piece of metal came from. Oops. Rotator cap looks good borescope of same valve at 324 hours (200 hours ago) Engine data from entire flight engine data for the two minute period around the time of failure
  12. @PT20J, Thank you for the tip! I had not thought of pulling the speedbrakes breaker but now I will make that part of my process when using TKS
  13. I hope this comment is not out of line somehow...Was the aircraft equipped with an Aspen 1000 Pro Max? Did it shut down to recycle (known issue with some units) during the approach? Did the AHRS fail?
  14. I've got parts arriving Saturday morning (tomorrow) from Aircraft Spruce so I can do that very thing. Bye bye people, hello squawk list! Sent from my Pixel 3 XL using Tapatalk