N201MKTurbo

Too bad it won't work on my IO-360 A3B6D

So what would electronic ignition give us? Easier starting - Yes! Longer spark plug life - Yes! Less misfires - Yes! Better mileage - maybe. More Power - probably not. Able to burn lower octane fuel - Yes, at reduced power. What would EFI give us? Automatic mixture control - I don't mind adjusting the mixture. The reason aviation has not adopted the electronic controls is, under critical analysis they don't have that much to offer. Aircraft engines are not operated the same as car engines. Most of their time is spent at constant RPM and throttle settings. In a car you are constantly changing these. Big difference!

When I said the cam, I implied the lifters. I've seen pitted and spalled lifters before, always on planes that don't fly often. It just don't think it happens much here in Arizona. The current dewpoint is 26F for a relative humidity if 8%. That will dehydrate almost anything.

90% of my flights are solo, so it doesn't matter. If I'm taking passengers I'll hit the pattern.

Nothing rusts in phoenix. You can sand a car down to bare metal and park it out side, a year later it will still be shiny. If you are really worried pay someone to pull all the cylinders so you can inspect the cam and lifters. I just put all my cylinders on last night, my cam looks fine.

I bought a one pound container of 1 um molybdenum disulfide powder on line about 10 years ago. it will make enough actuator grease to last me a life time.

I get my O2 filled at the gas plant. I watch them hook it to the same giant manifold that feeds the welding, medical and aviation oxygen bottles. (US Airweld) I talked to the shop foreman and he said the only difference with ABO is that he tests every bottle to make sure it complies with the standard. I asked if a bottle ever failed. He said "not in the 35 years I've worked here". Which means that they haven't produced a bottle of oxygen in 35 years that wouldn't pass for ABO.

The screen and drain should be inspected every annual. Maybe they missed it the last few years.

its possible, but high pressure hoses are expensive and not very flexible.

BTW, If you are flying at night in southern Arizona, do some "Crazy Ivan's" once in a while to see if anybody is tailing you. http://www.urbandictionary.com/define.php?term=Crazy%20Ivan

This happened to me in 1990, just as described in the article. It doesn't seem like anything has changed in the last 23 years. I can't believe the government thought that chasing me with a Citation for 2 1/2 hours was a good use of tax dollars. Especially when they had all their facts completely wrong. I think that the aviation branch of the Customs Service is just trying to justify their existence. I have a friend who used to work as a Pilot for the Customs Service. He told me that they hardly ever discover a drug runner by trolling the sky with their Citations. He said that they find out about the drug runners with old fashion detective work and then intercept the ones they already knew were coming. This is an extremely expensive government program that produces very few results and harasses innocent pilots and passengers.

Yes, it is in the intake system after the servo. It will allow unmetered air into the intake manifold. It is a small leak, so it will only have a significant effect at idle.

The DPD is just the temperature dew point spread. The red areas have a large spread meaning it is very dry at the 700 MB level.

Camguard

Stuck sump drain. The fuel probably cleaned it out. The sump drain is a one way valve in the right angle fitting in the bottom of the air box in the bottom of the engine. It closes when the engine is running and should open when there is no longer negative pressure in the intake manifold, allowing the excess fuel to drain out.

The guy in the video did a good job recovering from the stall. I bet his passengers will never want to fly with him again.

Plugs don't care how high they are, but Mags do. You could have a weak mag that cannot fire the weak plug, but can fire the new plug with the proper gap. Every time I've had your symptoms, resetting the points and internal timing takes care of it.

Back in '90 I was returning from the Super Bowl in NOLA with a TV crew and we couldn't get out of the airport for 6 hours because my plane was parked behind about a hundred business jets. Anyway we got a late start, and were bucking a head wind. I flew from El Paso to Phoenix at low level at night through the mountains to get better winds. We landed at Sky Harbor (KPHX - the big one) to drop off a few of the passengers. As soon as I got out of the plane I was surrounded by about 10 guys with M16s. They were accusing me of crossing from Mexico and avoiding radar. They said that I was flying in southern Arizona without a flight plan (is that illegal?). I told them they were full of it, that I was talking to El Paso approach for 60 miles. They finally left me alone after i showed them a fuel receipt from Ft Stockton Texas with a time stamp on it.

I have an almost complete Century 41 system including the attitude gyro if you are interested. It doesn't have any servos. I was going to put it in my 201, but I haven't found that round tuit yet.

I have flown a few thousand hours in the Arizona desert. The bumps start getting bad about 11:00 AM and start getting better about 6:00 PM. They are annoying but won't hurt you. The thunderstorms can almost always be circumnavigated. The mountains can be circumnavigated also, but it is usually not necessary. Dust storms will not hurt you, but the vis can get down to 5 mi or so. Don't fear dust devils, they are only bad if you fly right through them at low level. If you miss them by 50 feet you will be OK. If you fly right through them they will thump you pretty good, but it only lasts a second or two. I have done it a few times just to see what it is like. If you park your plane around here don't put your headsets on the glare shield because they will burn your ears when you put them on. Also, put a towel over your yokes if the sun is shining on them.

If you test it with a resistor, it may or may not show the problem you have. Most of these things become intermittent because of vibration. After you put the test resistor in place of the sender, tap on the metal box that holds the gauges to see if the reading stays steady. If it does then you need a new sender, if it doesn't then you need to fix the gauge. If it is intermittent, first re-seat it a bunch of times to clean the connections. If that doesn't fix it then remove the metal can from the gauge. There are two sliders on a wire-wound resistor (Wheatstone bridge), being careful not to move them lift them up and work a dollar bill between the slider and the wires and carefully work it back and forth. This will clean the connection. Put it back together and try it again. If it is still intermittent you will have to send it out for repair. I met a man at last years FAA maintenance symposium who fixes them. If you cannot find a shop to do it let me know and I will look up his name.

I have the AeroSafe system. About a month ago my vacuum pump failed on a trip to Oregon. It was VFR so I waited till I got home to fix it. I ran it for about 10 hours in two days. Even though I test it on every flight, I have never used it before. After about 10 minuets it blew its circuit breaker. I waited till my gyros spun down and then turned it on again. It lasted about 10 minuets and then blew the breaker again. I reset it one more time and then it worked perfectly for the rest of the trip. I think it should be exercised more often then turning it on for a few seconds every flight. Running it for 1/2 hour every six months would probably keep it loosened up. I'm also thinking, that next time I change vacuum pumps, I'll put the new one on the standby system and put the one from the standby system on the engine.

Peanut M&Ms beef jerky and Pringles. Bananas are always good.

My plane did the same thing, but more so on the left tank. I put new orings in the fuel selector and it is ok now

I have not been able to configure the aircraft/pilot/passenger to accomplish this maneuver. Any insight would be helpful.