WaynePierce

Did this persist or was it intermittent? Some times it would die but some times it ran fine?

I sent him a text today and he said he was going to test them/it today. I've not heard anything back. Before we removed the Mag he checked all the wires for unusual marks, he checked the mag cover for signs of arcing and didn't find anything out of the ordinary, he checked the points and they looked good as well. He said he had things back at the shop to test the capacitors and the coils. I'm not sure if he has a bench tester or not. With all that being said, I was amazed at how familiar a Mag looks. I used to be able to swing a wrench on cars back in the 70's, when you could actually work on a car without a computer hooked to it, and that mysterious Mag that I've always heard about just looks like a distributor! In this case it was two Volkswagen distributors trapped in one but it was definitely something that I knew what I was looking at.

I think I selected New. I've got everything that was on the jump drive loaded here... https://savvyanalysis.com/my-flights/1005889/6b82a73f-86bb-4264-b96a-63296fd717bd I still think I've got a couple of issues. I must not have saved the 2 second interval because it looks like it's still set at 5. I don't think it recorded both the start and re-start. It looks like I've only got most of the original start and not the re-start.

This is my current switch... Who knows what the switch in the Cherokee really is labeled. Maybe I've been saying it wrong all these years, but it works for me... (the photo is actually vertical it's showing up as horizontal on the thumbnail.

Two weekends ago I did do the "download everything" and it only had information from the time I purchased the plane 2 months ago. I guess it was deleted before I got it. Which is kind of disappointing because I wanted to try and learn from the previous data.

I think you are probably right.

I realized this weekend that I may have titled this post backward. I'm pretty sure my Cherokee's switch was labeled in this fashion: Off, L, R, Both. In the Mooney the switch is labeled: Off, R, L, Both, Start (Push). So what I'm saying out loud when I test the mag at run-up is Left Mag check when the key is switched to R.

Elevator has been removed and was flown back to Will Dawson Aircraft in Clinton, Ark today. Reskin and paint in the near future... (I hope) I was going to use Beegles but I was concerned about the shipping... more specifically the return shipping to me and it ended up we can fly it to Dawson Aircraft easier. Hangar has tape on the floor, box for the mains and nose, and big green tape in the center at the back of the hangar to line up the horizontal stabilizer... I'm moved it in and out of the hangar twice since adding the tape and my short stature appreciates the markings.

Update... last weekend I took the advice from many of you and set the JPI 800 to a two second interval, pulled the plane out of the hangar, started it and after it had warmed up did a normal mag check everything was fine and I left it on the separate mags for probably 15 second to get a good reading on the JPI. The second time the engine died on the Left (switch set to "R") and proceeded to restart knowing I had captured the information! It acted more or less normal on the next two tries. Shut it down and pushed it back in to the hangar, ensuring I was on my new tape marks and the vertical stab was lined up with the Green tape in the center of the back of the hangar. Then downloaded the information from the JPI and took it home to find somehow I didn't record everything and didn't have the engine quitting. Probably because I only downloaded the last thing it recorded. When the engine quit it might have started a new recording so I only had from the restart. Anyway fast forward to Tuesday and my A&P and I drove down to the plane in the afternoon, pulled it out and he went through the same thing and it stuttered, didn't die though, but enough to know what I was talking about. He checked the P-leads and all the wires everything checked good, we took the Mag off and unfortunately it all looked good as well. He was going to check the coils and cap's back at his shop. I haven't heard back from him. When he was doing the run up, he tried to move the key around in the switch to see if it would react to it but it didn't. More next time...

I can’t believe I liked this post! I probably need to build a bigger, heated, dog house...

The "0" now I feel stupid. I've just recently only learned to count to "J"... I've flown a 180 Cherokee for the last 12 years. I've never had to worry about floating, and the sight picture is quite a bit different. I love this plane.

I don't understand the first line but the rest sounds like I'm entering too fast.

Ahh, good question. Throttle pulled all the way is about 750 rpm, I taxi at pretty minimum speed .. a brisk walk or slightly more, once moving I'll pull it back to idle just to keep the speed. I am having a problem at this time in controlling air speed but the last couple of landings have been much better. I'll enter pattern speed at 130 ish, gear down, usually add take-off flaps afterward, usually right before I enter base 90, then turning final I'll add the rest of the flaps and speed breaks if needed to get to 80 and over the number bleed speed off to 70 (all knots) this is with my wife and I in the front seats. I'm also usually having difficulty getting down to 70 as soon as most of you do so I've been floating more than probably all of you. It could be that I'm not pulling the throttle to idle as soon as I should. And I'm continuously trimming from the time I put the gear down to the time I'm touching down. I don't mean to say I start trimming and am continuously trimming the entire time, just gear down, flaps down and short final. And the answer to your question is, Yes.

OK, on the docket for this weekend is to adjust the timing on the jpi to every 2 seconds. No grass fields for me for quite a while. I'm not terribly comfortable with shortish paved strips in my learning curve. No over dramatization to the left mag test. When I went to the left mag it sounded like it was not firing at all. I did not let it die but to my ears if I would have left it on the left mag it would have. I normally idle at about ... idle and it's a normal tach reading 1000ish. Nothing that my transition instructor said anything about. EGT on number 2. That is an interesting issue. I'll have the A&P take a look at that when we are checking on the mag. My biggest fear with sharing the data was that I was doing something terribly wrong in the way I was flying the plane, that would be OBVIOUS to everyone here and I was clueless about.

https://savvyanalysis.com/flight/2814068/73ca0f49-0369-45d9-9c9e-c48ca57c88b7 This is the correct information, I just rechecked it. The flight was 48 minutes and when I clicked on the RPM tab I can definitely see where it was falling at the run up. The 200 EGT at startup makes sense as it was probably only about an hour after shut down. Just long enough to get a "Throwed Roll" from Sikeston, MO.