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Philip S

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  1. Done! Thanks. It's a little different on mac, but you got me close enough. Also-the rim is fine, and the tire probably. But considering a new tire is about $100 that sucker ended up in the dumpster. Cheap insurance. Now I just need to figure out how to replace the mains myself. They look okay, but I'm not doing this again any time soon.
  2. Oh I grew up in Louisiana and lived in Alabama the 7 of the last 8 years. I'll be back there permanently this summer. Alabama sun is about my usual, but that don't mean it ain't hot. Ah-more learning opportunities. Forgot about the other kind of valve stem. Now if I could only figure out how to edit post titles... The tow was about 3/4 the length of the runway, times 2 since I had to go back on the taxiway. It was a first for the flatbed driver in addition to the pilot. I tried to use the tow bar and a pickup truck, but that wasn't happening. Made me wonder, what does one usual
  3. Had my 76 C model about a year or so. Never liked the looks of the nose gear valve stem from when I first saw it. The stem leaned against the hub, and the side load on the stem just didn't seem right. I had to pull on it to get it away from the hub far enough to add air (sorry no before pics). Asked my mechanic to check on it at a recent annual-said it was okay. It's my first airplane and I've not even got 400 hours yet, so I didn't press the issue. I'm a noob here so what do I know. Blew the nose tire last week on a rather smooth landing. The stem was ripped clear of the tube (pics below). Mo
  4. I have run 2.5 hrs on a single tank and added 23 gallons afterwards, and it sure looked like there wasn't much more than a gallon left in the bottom. But of course that can be very deceiving in a low, sloping tank. I have never had the guts to run a tank dry in an airplane. I'd be a little worried to do so to be honest. Do you guys routinely run a tank dry? Do your passengers ask questions when things get quiet out front? I'll probably run it near dry and then drain the rest, then fill to brim to get an idea of what the true volume is. Thanks for the suggestion. I ha
  5. The tanks were resealed which I think is the source for the reduced fuel volume, but I'd have to dig back through the logs. The filler area is placarded "24 gal usable." The way I was running 100F ROP gives 9.2 gph. Start/clearance/taxi fuel, waiting for the texan2s to takeoff before me, mild headwinds, etc. Here's a recent flight where I landed with 7 gallons/45 min remaining. It was a clear and beautiful day with 13 knots wind forward of the beam otherwise I'd never have flown this far before a fuel stop. Yes, the tanks were filled to the max prior to departure. https://flightawa
  6. Perfect. This answered my main question: if at 10,000 I'm definitely making less than 75% power, I'll lean to peak and make sure those CHTs are happy. Thanks all. MP gauge overhaul in the offing. The tach is separate, a digital Horizon model. It seems spot on, but perhaps I'll have it looked at as well since I'm doing all this fiddling with power settings.
  7. I have a JPI 700. Four probe CHTs and and four probe EGTs. I'd rather one of the newer ones, but mostly for the ability to easily download the data to my computer from the monitor for graphing trends. I haven't delved into the various adapters and windows programs to get the data off the JPI 700 yet. Debating upgrading to something easier to use with fuel flow.
  8. Seems like the gauge is off then. I figured so. Regarding the RPM setting I guess mostly because Mike Busch says so, or for another reason its quieter. I've played with higher RPM, but it doesn't seem to generate much more speed.
  9. Very good point. I should have been more specific. I'be been running 100F rich of the peak EGT I can achieve before significant engine roughness. I usually peak about 1470, a little leaner will sometimes get me 10F beyond peak EGT at 1460, but its rough enough to make the passengers ask questions. Perhaps this isn't the best system. I welcome any other ideas.
  10. Engine savants, I have a 76 C model with an O-360 A1D. I have noticed the numbers I get in flight differ from what you might expect from the performance charts in the POH. I typically fly about 9-11,000. On a recent flight at 10,000 my power settings were WOT, with just over 22" MP and 2350 RPM. The performance chart for 10,000 shows a max MP at 20.2" while the 7,500 chart will get you 22.5" This suggests I'm making about 75% power at 10k, which seems improbable to me, and apparently the guys who wrote the performance charts as well. I can't seem to get the plane to operate LOP despite fi
  11. This is a little after passing Mt. Mitchell. I’ve been able to find smooth air between 10 and 12k. But have definitely hit my head while finding it. 78 knots near the nose really puts your speed in perspective (and makes me wish for longer range tanks). I usually pass south of the mountains but maybe a northerly route would be preferable as icurnmedic suggests.
  12. It’s the SWTA. Sounds like they are no longer around.
  13. I don't have a pic of the gauge, but its definitely a 180hp carbureted engine. O-360 A1D
  14. I'll have to check the logs to know. I looked when I purchased but I can't recall. Glad to know the cooling is such an improvement. Air intake and filter is just below the left cowl opening port. Oil cooler is relocated outside of baffling and has a dedicated air hose. I have an airwolf so not sure if that's part of the cowl mod or the airwolf mod.
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