Mcstealth

Flying the Darter around and found this O'2 in Uvalde. Darter in the background.

Kerrville is fully booked at the airport. Monday arrivals mandatory PPR and IFR only.

I am headed to the airport Board meeting in the morning. I will get the skinny at KERV at least.

On the last couple of flights, Flight Aware registered my flight and speed, but not elevation. What is that symptom an indication of? Disclosure: No, I don't know exactly what equipment the Darter has. One problem at a time. I know it is the same as others I have seen in the white Nav light in the tail. I will look for the book and any addendum when I get back to the airport later today. thanks David

There are now some saying 300,000 in Kerrville. I will believe it when I see it, but it's out there.

I'll go in.

I found it. Thanks for mentioning it.

Hey Steve, where is that spreadsheet located in the AOPA site? Thanks David

So yes. The co-pilot mag is the one with the '0' Lag on the plate.

I will check tomorrow to see which mag is where. Almost embarrassed to say I can not remember right now.

I need an amended to my previous description. When I discovered the issue, I described the symptom as a "backfire." I still stand by that. Now that I swapped the leads on the left side of the engine, I ammendment the description of the symptoms to "hesitation." I am going to confirm the timing on the mags as a matter course. I am suspicious as to the accuracy. Now I have a different question. What does LAG mean? It is on both plates of the mags. One LAG says "0" and the other says "25." Both are marked "L"

0.2.2 ROTATION, LAG ANGLE AND RETARD ANGLE Rotation Rotation specifies the direction in which the magneto rotor shaft turns when viewed from the mounting end of the magneto. Left-Hand Rotation is counterclock-wise when viewed from the magneto-mounting end: Right-Hand Rotation is clockwise when viewed from the magneto-mounting end. Important: Check the data plate on the magneto being replaced for the shaft rotation. Replace with a magneto having the same rotation. I found this while researching. It doesn't tell me which way the mags turn on my particular engine though. I will see if I can get a picture of the data plate from the mag without removing them from the airplane. That's my plan at least.

Sorry for the rookie questions. Do the mags turn the same direction as the prop? Evidently it makes a difference with how to wire and time the engine. 0-320, 150hp. Slick Mags.

Argh!! Yesterday, finally, the timing was right to go pick up the plane. I got a ride to the A/P's airport. I got situated, and the A/P comes walking up. He stated all the work I did a few weeks ago only accomplished moving the backfire from the first click of the mag check, to the second click. I stood there calmly, several choice words and phrases going through my mind. I flew her home based on the knowledge the A/P made atleast five round trip flights to and from his work airport and home airport. To review: I discovered that the bottom plugs were all to one mag. I swapped the pilot side plugs, top to bottom. We did a run up, and no backfire happened. I come back 2.5 weeks later to retrieve the plane , the back fire is still there, just now it is on the second click. I remember the A/P stating that the backfire was intermittent My thinking is that i believe the mags are okay with the simple fact that the backfire happens only one one click of the key, not both. Also that the symptoms swapped to the second click. Maybe a bad lead wire or loose electrode in a plug?

Congratulations.

The Honda turbo was unique, that's for sure. It was not something you could race. Top heavy and not sport oriented. The Suzuki was the best looking, IMHO, of the turbos and handled very well. It was a 650cc four cylinder that was underpowered unfortunately. You could race it. Not many were made, or raced for that matter. The GPZ's were by far the most powerful, quickest, and fastest of the turbos. It was a full 750cc and the turbo worked. Had to be careful when cranked over in a corner with the GPZ. Too much right wrist and you could spin up the tire and spit yourself off if the turbo kicked in at the wrong time.

If no one has an answer for you by Tuesday, I am heading out to the airport then and will jump over to Dugosh and ask if they have an answer.

It is owned. Finally, the little piss-ant threeway toggle switch, something that looks like I could have found at Grainger, showed up. The damn hangar is opening again. Now the gears are grinding. Grrrrrrr

Only some of the GPZ 750's were turbos and they were excluded. At the time, anything above 550 was a different class. I raced them all.

My thoughts also. The popping was at the top side of the run up at 1800rpm.

We called it SuperStock GPZ 550's GS 550's Seca's Etc. We could not do anything to the engine other than aftermarket air filters and tires. Curiously, you could use high octane fuel.

I am not sure one way or the other. Time for me to do some research.

I'm such a duffus. I got lazy, didn't do my research, and now will do double work becase of it. I discovered the A/P had one mag configured on all the bottom plugs and vice-versa. This resulted in the crossfiring several of you had mentioned. A little research (Thanks @LANCECASPER) shows me I swapped the wrong side of the engine. I switched 2&4 top to bottom where I should have done 1-3. Back to the hangar tomorrow but atleast it didn't backfire when we tested her.

Yes. Everything has been trapped for two full weeks now. The motor did make noise when the tech's came out. Slightly perturbed but only just, because we probably could have caught the on/off switch problem if we were not so short sited and lacked thoughtfulness. Yucky capacitors, wonky motor, should have told us to keep poking.

They sent the motor off and break to be rebuilt. got the assembly back last Friday. Put it on and it did not work They did some more tracing and found out. The actual switch on and off switch was bad. It is an old style switch that is not found everywhere. But they should be back today to install it. the saga continues.