takair

Regarding the CEO selling his own bird….is there a back story? Hopefully didn’t buy a Piper to replace it…. Does this hint at the health of the company?

I’m thinking vacuum pumps and gyros will come back into style. That’s why I’m holding out.

Idle speed during taxi and waiting for takeoff seems to make a difference too. Throttle pulled to full idle will foul plugs faster than 1000RPM. What was the OP using for ground ops. Also, idle mixture. If it is set for 0 to 10 RPM rise it does much bette than 50 to 100, where many airplanes are set. Tends to require more aggressive leaning for ground ops when the idle mixture is set that far Rich.

I would lean toward defective connector….could be a failing crimp internal to it. I think Autozone has them in their battery charging section…

Eric, Isn’t this specifically required by 91.207 d3? They call it crash sensor, but I assumed that to be the G switch. Like you, I really dislike doing it and always fear it will latch on when I don’t want it to, but thought the regulation drove it. There used to be some guidance that also suggested that 121.5 be tested with an AM radio tuned off frequency…….I’m probably dating myself there, since I can’t define that anymore…..so may be doing the same with regard G switch check..

I had two screen shots in an earlier post. On the map page, I cleared the flight plan in the Edit tab and entered KOXC KMHT. I looked at the time to destination and winds on the page and then simply clicked on the altitude tab to adjust the altitude. I do this to look at winds aloft and optimize. This is when I noticed the disparity. Been using ForeFlight for years and never had this happen.

There have been two recent threads (within the past two weeks) that are very similar, including color photos and service bulletin and AD references.

I just re-entered the same flight again. Same issue. The ETD changes to 10:50pm. I can’t change the time, except to NOW. Also, the winds are doing the same thing…no matter what I do. I have never seen this issue before yesterday.

Same…didn’t change. The artifact with the departure time is odd too and may have played into the problem. My subscription had just auto renewed….I wonder if that does anything…resets some clock? It was working fine last night though….so I must have tripped some corner case bug in the morning. I think the real winds were headwinds. I didn’t actually do the flight, my partner in the C140 was flying and I was trying to get some speed numbers. The Foreflight bug tripped that up….

One thing I just noticed…I had planned that for this morning. I just noticed it set the time as pm. I just tried to plan again and notice that the departure time is defaulting to some random time….. I thought it used to default to the current time. That may cause some issues too.

Yes. This is what I sent them today. This was not the Mooney so the speeds are slow, but you can see that the winds and the plan winds are essentially opposite of each other. Really odd….

The one I found a problem with today was point to point.

I’ve had this experience a couple of times…..I find a bug…report it….don’t get a satisfactory answer via email….but they fix it shortly after…. I don’t know if it’s coincidence or what…. Today I had a new bug. Entered a simple flight plan. The plan page showed a headwind and the winds aloft page showed an equivalent tailwind. Each showed an appropriate time enroute, but conflicting with each other. Sent a note to them…

Hmm..so it is. I have a ton of pictures, but none of them show that area. I have an alternator and starter that both modified that area, but I dont recall that brace. The ram air box also comes up in that area, so it either hides that brace or….

I don’t recall that on my 64. I think the 64 had some rather unique variations since it was the first year for the fuel injected engine. Notice that the page above starts with a 65.

Reading SI 06-6, it seems like the ring kits are ST203 and CN203. Quick Google search seems to hint that they may be procurable. I don’t know why I gave up on that…. Please keep us posted on your findings.

I’m going to follow this closely. I have 4 otherwise healthy cylinders on my shelf. I pulled them at about 1000TSMOH because the plasma faced rings started to delaminate and oil burn was going up. I never sorted out which rings were acceptable and which process for honing was acceptable. Unfortunately, I missed the warranty period by many years, apparently mine didn’t show major symptoms in a timely manner. If you are not aware, ECI had SI 06-6 regarding the rings and vaguely the required action. They used to have a kit to rejuvenate the cylinders and had replacement rings. There is also SI 96-4. It suggests that the plasma faced rings are “top compression position only. Cast iron rings below”. SI92-9-6 talks about diamond honing the cylinders. They call out ECI part numbers for the oils and such, but I suspect much of it can be reverse engineered. My local shop was willing to give it a try but warned that the honing is difficult to do well and sometimes leads needing to replace the jug anyway. I suspect he wouldn’t even offer anymore. In the end, between his reluctance to hone and my inability to sort out which rings, I ended up buying new-surplus jugs and new PMA pistons and rings. Would still love to make these into a spare set of serviceable jugs.

Sending you a PM…

On the narrow deck engine, I just use the cylinder hold down clamps that sit on the cylinder mounting flange. Does not help on wide deck….but if you have the narrow deck it is an option.

This thread mentions an AD and two service bulletins. From your picture, I’m not sure either has been done….

Not trying to hijack the topic….but you don’t have to pack charts for every flight with Foreflight…..the charts can be downloaded if you select them in advance. Mine are automatically updated as they become available. I don’t do the entire US to save space, but I do have the entire eastern US. Maybe I’m misunderstanding your comment, but if not, simply go into downloads and select what you want….

Thank you. I’ve sent you an email for some further clarification for my situation.

Was looking at the CGR-30P. Seems to have some additional features that I did not realize. Regarding the trade in, I understand that I would use my existing CHT and EGT probes. Would the new unit include RPM and MAP sensors? Fuel flow? Or would it simply do EGT and CHT as I have today?

When the bars scroll up, the EGT and CHT numbers at the bottom remain stable. It only seems to happen when the unit is warm. I have never had good luck taking pictures or video of the display….let alone at the moment of failure…..any advice? I found a used UBG-16 and installed it. Corrected the issue, so I think all the thermocouples are good. That is a pretty good offer….will consider it for sure…..don’t know how long I have before the replacement acts up. Any thoughts on how long the offer might be good?

Thanks for the input. Haven’t had too much trouble with it until now. I’ve had to replace toggle switches to make it behave…likely need to do that on this replacement too. My friend has the E3, but has had some problems with it. I hope to do some major updates in a couple years, after I finish another project….so kind of limping by for now.