takair

My numbers are similar to @TheAv8r including oil temp. I don’t have speed mods or cowl closure. 2 blade Hartzell.

Missed that part. Even if the Bendix was engaged, it usually allows prop to turn, unless the starter has other issues. As others suggested, look at the starter. When facing the plane, it is at about the 4 or 5 o’clock position. Is the small gear on the starter engaged to the big ring gear? Harder to see if you have a cowl closure.

They do get dirty and gum up. Rather simple but delicate. Start by cleaning the screen. They do show up on eBay and here. I think there was a PC and valve recently. Might be worth having spares. They are good systems. Start by finding the valve and taking pictures. Will get you through this.

There is a thread here somewhere with pictures and part numbers. I know I posted my simple, but not so elegant approach and some others had some pretty spiffy suggestions. Likely need to do a search for Surefly and manifold pressure.

Maybe just hot start gone bad and battery dead. Let it cool and get a jump start. My guess I that will get you going.

Perhaps try to remove everything from the hat rack and baggage area to eliminate that as a cause. You may have an intermittent wiring or bonding issue that causes it. Might need deeper troubleshooting. Be sure it is not a delayed response to radio transmissions on certain frequencies too.

OUFO….Organic UFO.

Thanks for the response! They seal well right now. I had thought the orings deformed, did not realize it was special shape. Couldn’t recall what they looked like new.

Some progress, finally took picture of the cap. Looks like Shaw 457-1015-12? Do you happen to have cross reference?

As Eric mentioned, prop combinations are at the more difficult end of the certification spectrum. Was there any engineering that backed up the install in the other jurisdiction? If the harmonics were not analyzed, tested, it could theoretically be doing fatigue damage to the crank/internals. This may be a bigger consideration than the legality.

I don’t think there is such a regulation. There are many other ways of have approved parts on an airplane. There are some components where an STC is the preferred, but not only way. Engines and autopilots are examples, but even those have been approved via field approval, in the past. Do you have a specific example?

I did have the castor come apart in my creeper not long ago!!! I did also blow out the hangar not long ago with a leaf blower!!! Think we might be on to a strong possibility. That said, it would have managed to stay there for a few flights if that was the scenario. Although, based on the way dust manages to stay on the wing under the boundary layer, it’s not far fetched.

Will check that out….

Looks very much like it is out of a bearing…..just can’t figure out where it came from and how it got up there….crazy…

No, port a port with sliding doors…although I will take a closer look for something like the door track…

Almost need a forum for mystery parts people find. I enjoy the challenge except when it’s my plane. Got back from a flight yesterday, put the plane in the hangar, walking around the plane and I find a ball bearing stuck to the wing at about half span, just forward of the flap. Had a little oil or grease making it just barely sticky. I can’t figure out where it might have come from. Can’t see anything in the hangar, hard to believe it would have come out of the cowl and found its way there…. My leading candidate is FOD from the taxiway or runway, but even that seems odd. Any ideas?

See below…simple check that you have positive clearance on the oil return line. Also, check that the baffle springs have not cut through the same line. These are common…

Is your number 4 cylinder oil return tube in contact with number 2 baffle? Did it wear through?

@OSUAV8TER do you know if carry the orings for the caps for O&N fuel cap? I’m sure it’s a standard cap, but don’t have the numbers off hand,

I think this is due to Global Gravity increase that has occurred over the last 50 years, likely due to man pumping oil from the ground. This increases the pull of gravity. I have noticed this in my personal weight and balance as well as that of my airplane. It is rare to find something unaffected by todays increased gravity. A Time Machine could help. Go back in time and have your avionics shop do a manual weight and balance and the aircraft will magically weigh less. Very satisfying. :-)

Ok, thanks. If you had the big elevator servos I would have taken it. Regular servos are hard to get but the big ones are truly difficult.

Do you have the dynertial that goes with the altitude hold too? I’m also curious, are the elevator servos the ones pictured with the aileron? Are they the same diameter and length? There were a few iterations and mine are bigger than the aileron.

That was quite worthless.

Ask them if they wired in the com transmit interlock. Great picture! Where is that?

Someone mentioned blockage in the air intake. Might be worth checking for a migrating rag. Would let air flow, just not well….like a dirty air filter. Also, on the opposite end…might be worth a peak at the exhaust. The flame tubes erode but can also collapse. This would impede exhaust out/air in. Don’t recall if you mentioned, how are your CHTs at various mixture settings?