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Another one bites the dust... Inter-granular corrosion of the wing spar cap of my '67F. This isn't fun anymore!

Ok, whats wrong with this picture: Density alt-9600' 12 degrees c Outside air 133 KTAS 2400rpm 20inch manifold 190 degree f oil peak egt: 1- 1486 2- 1501 3- 1486 4- 1468 100 degree rich of peak: 1-1370 cht-303 2-1411 cht-336 3-1402 cht-351 4-1360 cht-331 LOP 1-1422 cht-285 2-1436 cht-313 3-1422 cht-311 4-1409 cht-302 (jpi 700 analyzer)

Is Ipad an option for tablet computer navigation in Canada? If not, what should I be looking for? I'm mostly interested in moving map capabilities. Ryan

Thats too funny, you guys are hilarious. For some reason the body of my message didn't follow the title! Anyways, what I meant by "how do you lean..." was what are some of the strategies used pilots for leaning in the climb and descent phase of flight. We have had many discussion about leaning in cruise, but not so much about the rest of the trip. Thanks for all your thoughts Ross, Above 3000' DA in the climb, how or why did you determine 225-250 DF to be target EGT temp? Are you using balanced fuel injectors for smooth LOP operation? Ryan

Hello, The landing gear of the '67F won't retract until we see about 90mph airspeed. According to the manual I have, that is about 10mph higher than it should be. Does anyone know if the air switch is adjustable? Is it located in the dynamic pito? Ryan

I have a starter with a bendix that occasionaly wont engage fly-wheel. It probably needs lube? What type? Silicone? Can I just squirt away at whatever I can access or is there a special proceedure to this? Ryan

Im trying to think of an easy way to get power to the plane that doesnt require avgas so I can do some programing on the GPS. Is it safe to run a 12v source through the cigarette lighter plug? Mybe it would be better to not be so lazy and hook up to the battery?

Has anyone experimented with running LOP without balanced injectors? Is it safe to experiment with the help of engine analyzer only? (no fuel flow) Ryan

Old donuts = fuel tank leaks? Is this because of a harder ride, more stress on seams and joints?

I cleaned the springs on the ignition wire ends with sandpaper. They appeared to be coated in a light film of rust. Engine starts and runs better than ever. Thanks for your thoughts, Ryan

Hi Folks, I screwed in a new set of Unison plugs the other day. High time IO-360, so I thought I should be able to burn-off the remaining couple hundred hours of TBO with them. First issue, one of the plugs was totaly dead (nice to have an analyzer to zero in on bad cylinder!). No prob. New plug, away we go. I changed the oil over to 15w50, buttoned it up and filed a plan for a local trip. On run-up, one of the plugs in #3 appeared dead. I leaned it out @ 1800 or so and it cleared up. Great. Im thinking it got fouled when I was warmimg engine for oil change. Now im climbing out through 3000', and I notice #3 egt is rising. Switch over to left mag, sure enough, its now a IO-270. I decided to fly around the strip and see if more aggressive leaning clears the plug. The next fifteen minuted, EGT would go up and down every few minutes. Each time it rose, I confirmed bad plug. When it came down, mag check showed good plug. Then it decided to stay on-line, and the rest of the flight went as normal. Wierd hey? I guess I'll fly with it again to see if it is finally clear, but something seems strange to this low-time driver. Ryan

Turn the fuel valve off, brilliant. Simple solution. I like it too! Thanks for all the input folks. Ryan

Sorry guys, I forgot to mention one critical engine condition: this occurs with mixture ICO and mags OFF. This is why I am suspicious of incandescent deposits. My mistake. And thanks for your thoughts thus far. Ryan

Does anyone have an IO360 that doesnt want to stop? Mine likes to keep sputtering along and occasionaly, backwards! My theory is that its still getting fuel AFTER we go to idle cut-off from a poorly rigged mixture control cable and glowing lead deposits in the cylinders or spark plugs keep the engine running. Am I on the right track? Ryan

Does anyone know where I can look or call for a new or used stall warning switch? Ryan

Can anyone comment on the symptoms of worn plugs?

Rob, The failure turned out to be a bad coil in the left mag. I had both overhauled and its going to cost around $900 cdn. Ouch! Oh well, I guess this is what I signed up for with an old airplane. Ryan

Hey Rob, No resolution yet. Mags (both) are in shop as I write this. I just asked the guys to bench test and fix whats wrong if possible because my motor is high-time (1700 something hours). I'll get back to this thread when I see the numbers. I understand that a complete overhaul runs about $500cdn per mag.

The flight before last went great. Run-up was smooth and mag check was normal. Now, the last flight, left mag is dead. The engine was hard to start. Hopefully this is a case of easy go, easy come. Maybe ignition switch? Ryan

I was quoted about $600 cdn to overhaul. How old was your pump when it failed?

The last few flights I have selected gear up a little later in the climb out. Im conciously waiting to see about 80mph and gear has operated normally. I think as I am becoming more comfortable with this plane, I was trying to raise gear to early. Operator abuse!

When we are talking about leaking cranks seals, how much oil loss did you see before the decision was made to replace the seal? Is there any risk of catastrophic failure with this seal? Ryan 67 f

Richard, Mitch, Thanks for your thoughts. I'm suspicious of the aispeed switch so I'll do a little more experimenting in flight. I will post whatever I find.

Hello all, I think I am having issues with a gear switch. The last 2 flights I had to cycle the swith a few times to get gear to retract. Everything else normal including extention. Is this switch the logical place to start trouble shooting? Maybe try removing and cleaning? If I need to replace it, where can a guy find a new one? Ryan 67 F