N201MKTurbo

The method that I have used for the last 30 years, is to leave the mixture at idle cutoff. Open the throttle to the 1000 RPM position. Crank until it starts. Then wait until it starts to die and advance the mixture to full rich. This has worked every time. The fact that you have fuel running out the sump drain indicates the engine is flooded.

I have everything to put an oxygen system in my plane except the pilots side panel with the gage and valve. I'm not sure the Bravo stuff would fit my J, but I would be interested anyway.

I have proven over the years that my Prestolite alternator will work forever completely saturated with oil.

That is where you carry the illegal drugs.

Wow, that is some great stuff! I would love to buy it. The boss said no way...

http://www.aircraftspruce.com/pages/el/noisefilters/lonestarFilter70amp.php This one should work for you.

Most of the ones you will find will not be as rugged as the original. It has hermetically sealed ceramic binding posts. I have found that it does very little to suppress alternator noise and just bypassing it should be considered. It was installed on airplanes that had generators and was used to suppress commutater noise.

The reality is that if it is your plane you can do anything you want with it. If you know what you are doing, no problem. If you do something wrong and have an accident, there will be hell to pay.

When the block times are that close, things like how long it takes to open the hanger doors becomes important....

From everything that I've seen your plane is fine. Go watch some football and drink some beers and quit worrying about your plane.

20 is more retarded. The number is the number of degrees of crankshaft rotation before TDC that the spark fires. More advanced is a bigger number and will fire sooner thus giving the fuel charge more time to burn in your cylinder. It affects the rotational position of peak cylinder pressure, which should ideally be at 15 degrees after TDC. Ideally we could control the spark advance in the cockpit. But the danger of detonation is too great so they don't let us....

I used to commute between Phoenix and Tucson. I would drive two days and fly three days, because frankly they both got boring. The door to door times were exactly the same 1:45....

Sucking air into your fuel lines, probably at the selector.

As I stated before the more retarded mag will give the higher EGT reading. The more retarded you are (well, your mag is) the less time there is for the fuel charge to burn. This will put less heat into the cylinder and leave more heat in the exhaust gas because burning is not complete. Thus your CHT goes down and your EGT goes up. Considering that #4 did not go crazy on either mag, it doesn't look like an ignition problem. It is always good to have your mags synced, but that is not your problem. I had an instructor from the Emily Griffiths School (A&P) tell me the rotational alignment of the fuel injector nozzle would have an effect on the mixture of the individual cylinders. I have found this to be correct. The letter stamped on one of the flats of the injector nozzle is opposite the vent hole. If you align them all to the same orientation to your cylinders you will get mort consistent mixture. I do this by taking a 1/2 inch six point deep socket and wrapping it with 2 inch masking tape. I then put a vertical line along opposite flats of the socket so I can see how they are pointed while tightening. One line is aligned with letter the other is 180 degrees away. I put the vent holes towards the cylinder head. The theory is that the air density changes with temperature and there is quite a difference in temperature with the vent hole pointed near the cylinder or away from the cylinder. This effect is vary small, but so is the problem with your #4 cylinder.

My first flight in an airplane was in 1976. This old WWII pilot took me up in a 152. He told me that all I have to do to land any plane is to just fly it one foot off the ground over the runway and kill the power. As the plane slows down just pitch up enough to keep the plane one foot above the ground. He said it will eventually loose all its momentum and settle on the runway. This method works with every GA plane I've ever flown. (it doesn't work well in jets). So when you are landing don't think about flaring to arrest your decent, just think about leveling off a little ways above the runway. As the plane slows down the nose will come up and the plane will gently sink down to the runway. This method works no matter how fast you are going. If you are going too fast you will just use more runway.

You can significantly shorten your landing distance by setting the idle slower. Part of the procedure I use to set the idle mixture is to be sure it does not stumble coming off of idle. I know there a lot of people who land with power, I don't. Every landing I have the power at idle from about 1/4 mile out. I can always make the second turnoff without brakes.

I can attest that lawnmowers love avgas....

Pull the sides of the cowl off, run the engine for a few minuets and check for leaks. Especially check the fuel system. Put the mixture and throttle to idle and run the electric fuel pump. With it running look in the cowl and behind the left cowl flap for leaks. Check the brakes an make they work ok. Check the flaps and make sure they are ok. Do A good preflight making sure all the hardware is tight. If you want to take the top cowl off, check all the accessories and make sure they are tight especially the mags. Grab them and try to rotate them in their mounts. Give everything a good shaking to make sure everything was properly secured. Then go have fun flying your plane.

Just fly along the border fence until you are east of the mountains. You can do it at 4500.

I remember back in the eighties there was an SF260 flying around the pancake breakfast and airshow circuit touting the joys of ethanol. I wonder what happened to him?

Life was so much simpler before engine scanners. You just went out and flew the plane. If the engine ran rough you fixed it. Now look at all the stuff you have to worry about....

Well the Lycoming IO-360 with the RSA-5 injector is a very tough and reliable system and will work nomatter what you do with it.

Avgas is pretty good stuff to start with, what are you trying to improve?

A bad spark plug, With only one spark plug fireing it slows the combustion process and leaves more heat in the exhaust gases. The mixture situation will not change in this sceanerio. The plug may me only misfireing at high power. Do a full power mag check the next time you are flying.