gevertex

Lots of cigarette lighter devices support 12-24 volts. I had been using this for a time before I got my panel redone. https://www.amazon.com/gp/product/B07GH3612F?psc=1 Didn't have any issues with it.

This is what I have been using. But it does get a little bit in the way of the fuel hose as I drag it to the opposite wing. Using the tow down moves the ground under the wing. I’ll try that next time.

Hey all, I wanted to share my engine pre-heat solution with everyone. I use one of those diesel heaters many others use, and I typically hook this up to my car via the 12v port in the center console. However, recently a deer hit my wife while she was driving (her words ), and we are down one car. As a good husband, I let her drive mine anytime she needs it. As a result, I have been taking an Uber to the airport to fly in the mornings lately. So I needed a 12v source for my heater. I have seen many use smaller motorcycle or generator sized 12v batteries, but I don't have an easy way to charge one of those. I do have 18v and 40v Ryobi batteries that I use for my tools / yard equipment, and chargers for those batteries. To fix this, I bought a buck converter and a battery adapter (it's basically a breakout for the battery's power pins) to step down the 40v battery to 12v. I tried it this morning and it works really well. I still need to terminate it properly, but now I have a 12v source I can use for anything that is powered by the 5 or so 40v batteries I have laying around. I bet you could do the same thing with 18v tool batteries to step them down to 12v. Depending on the voltage range of the heater it might just accept the 18v battery with no step down. Links Breakout: https://www.amazon.com/Laimiao-Adapter-Terminal-Convertor-Robotics/dp/B0CDGQWJ7B Buck Converter: https://www.amazon.com/dp/B0756T983Q

I'll tuck them away safely. IT does look like there are some alternatives out there: https://www.aircraftspruce.com/catalog/topages/bogert30M-MO.php

Good to know, thanks. I would have thought jack points are threaded. These have smooth shafts. They spin perfectly like tops :D.

They came with the plane, but haven't found a use for them yet. They look like tops, but maybe they are something else? Any ideas?

One note, it does look like #3 has a bad EGT sensor. It is fluctuating periodically. Going to get that looked at soon.

The engine is back on again and I got her back today! Excited to do some flying! She's purring like a kitten. Of course there are a few squawks, but nothing major. Break-in is essentially complete.

This is exactly my stance. I am sure it would increase the ride quality a little and help with other tasks, but that benefit probably doesn't outweigh the operational complexity of needing to manage it.

Last I did the GAMI spread mine was split on cylinder 3, but I expect that will be better once I get it back. How do you use lean find, after the big pull? I imagine something like BMP, let the EGTs settle, enable lean find, richen to peak then lean back to 25/50LOP?

This is what I was taught, but I never understood why. Thanks for the explanation!

So far I have just followed my POH and run 100ROP using lean finder over ~60 seconds. As altitude changes (in descent or cruise climbs with the same power setting), I change the mixture to maintain that 100ROP setting as altitude changes. But... I have been reading more about LOP operations and I have some questions. Does changing the throttle setting really not change the mixture at all with constant speed props? The throttle controls a baffle in the intake letting more or less air in, right? Does the fuel servo have some coupling to the throttle? If not there would have to be a mixture change with more or less air for the same fuel. I have seen some advocate finding the right mixture at a safe lower power setting then power up once the mixture is set, so this is why I am asking. I have also seen some advocate for not finding peak EGT, rather doing a big mixture pull quickly to LOP and using "suitable" fuel flow values. How can you know what numbers are suitable? Is this a matter of identifying a combination of RPM, manifold pressure, fuel flow, and keeping them all the same over altitude changes? Does that hold over all other conditions (temperature, altitude, etc)? So far, I have used lean finder mode to find the peak EGT then richen to 100ROP. I know all of this has been discussed to death, but wanting to learn about some of the finer points.

What do you get with the GTN?

Currently waiting for the inspector to get back with me.

People need to call the FAA FSDO about Jewell. On my overhaul they failed to spot face the cylinder mounting flange under the bolt holes. This left excessive paint and caused my engine to start to come apart due to insufficient torque on the mounting bolts when the paint started to loosen from the cylinder. I would not be surprised if the same happened here. Someone should check for it. In addition, my case was heavily fretted. It’s likely it was fretted prior to the overhaul given the level fretting, they saw it and didn’t do anything about it putting me at risk for case failure down the line.