Shadrach

Completely agree that target EGT is the best approach. I’m of the opinion that an EGT of 1200°-1250° is a more ideal target for an IO360 with an 8.7 to 1 C/R.

You may be doing yourself a disservice with the above technique. Depending on DA, the spectrum of mixture settings where an IO360 begins to run rough varies considerably with available MP. In my experience these engines can run smoothly as far as 100LOP or more at lower DAs to 40ish LOP above 10K. Depending on what a “smidge” is, it’s conceivable that your technique might result in a take off mixture setting on the lean side of peak.

You can get new superior cylinders for sure. Overhauled cases are available last I checked. Mine has already been overhauled and strengthened in areas prone to failure.

That argument reads very well and translates well into the automotive world. If you have a specific make of automobile, there is economy for sure in having it maintained by a shop that specializes in that make. The reason that argument falls apart in the Aviation world is because your average make specific, specialty, Auto repair shop deals with a far larger scope of designs, systems, configurations and tooling than an aviation power plant specialist would encounter servicing all of the piston, recip, engines in the GA Fleet. Roll the dice indeed. There’s no getting away from it… However to my way of thinking, the measure of a business doesn’t end with the quality of their product; indeed that’s just the beginning. How they stand by that product, when things go sideways is important to me. In my experience, if there is a problem, I would much rather call the guy who built the engine or the guy who hired the guy who built the engine than call a customer service line. In my experience a shop that has a reputation in the local maintenance community we’ll go to great lengths to maintain that reputation. I am grateful to have two reputable engine builders in my area, one of which will pick an engine up personally from the customer’s shop or hangar.

https://www.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2010-02_engine-tbo-a-myth.pdf it’s definitely older data, but I doubt the trend has changed.

Why anybody would risk buying a factory engine from either brand when they have a reputable engine builder within driving distance is beyond me. The economics simply don’t make sense when coupled with the increase in risk, poor factory warranty and questionable service. Factory “zero time” is a marketing ploy for the uninformed. If you have an existing engine with a known and proven history of reliability, why on earth would you give up those parts for unknown parts? Why on earth would you tear down an engine that is functioning well with a history of good service in favor of an unknown?

In case there was any doubt as to the veracity of the shoelace story… I’m not sure this reads much better? I can’t imagine landing a plane with my foot off the rudder.

I’m not disagreeing with you, but I will say that I unintentionally raised the tail on a Decathlon trying to stop short to make a Taxi way in the first few hours that I started flying it solo. It’s surprised me…I got off the brakes right away, and the tail came down fairly hard. That was my first “let’s not do that again“ moment in a Taildragger.

Carl, I will take a picture of mine when I return from vacation. It’ll probably be a week before I get to the airport. There is no eyelet. The nut locks the cable to the arm coming off the door shaft. There should be a clamp[s] that hold the cable sheath in place. it’s not a sophisticated set up but it works well once properly rigged.

True. I don’t feel compelled to fly barefoot in the Mooney. It’s a pussy cat to land compared to the Decathlon. I often go bare foot in taildraggers not because I’m worried about rudder inputs but because I’m less likely to inadvertently drag a brake in bare feet.

Side pocket is rigid so flip flops wedge in tightly… Front seat in Decathlon has two positions forward and aft. Once you’re belted into the five point harness, you’re not moving and neither is the seat.

Likely the case. Maybe the FAA will incorporate knot tying into the 709 ride requirements… There but by the grace of god go I…

A few things stick out here. 1) your IO360 behaves differently than those I have flown. With few exceptions, EGT #3 typically peaks first and #2 peaks last. #3 CHT is usually the hottest or nearly the hottest. 2) Did you try a mag check at cruise power? 1550 is on the high side for a normally aspirated IO360. I would rule out an intermittent ignition issue first. I’ve had plugs that drop out at 2300rpm but perform normally during runup.

Flip flops fit nicely in the door pocket of the Decathlon. I had got a flat last month at MTN. I wonder how I would have faired on landing if it held air for take off and deflated in flight. I think the wheel fairing would have suffered.

I don’t know what happened here, but it seems unlikely that you’d rip a gear leg off at taxi speed. I shoot for <10kts when taxing a a tail dragger.

You do, it’s just that it usually comes from the horse’s mouth! I don’t know about your airport, but at mine there is no shortage of pilots that are willing tell you all about their heroism in overcoming challenging situations.

“Shoelaces”…. They’ll get you every time.

There’s a lot of that going on here, but it takes decades to build those kind relationships (I know firsthand). It would be cool to create a regulatory pathway to making it more accessible.

I’ve always thought this aspect of airworthiness a bit ironic. It’s akin to saying: You’re responsible for the performance of this system and ensuring its continued performance, just don’t touch it… Of course, responsibility for airworthiness has to be assigned to someone and it’s hardly realistic to ask a mechanic her last saw the plane seven months ago during an annual inspection to take responsibility for its current day condition. I think enabling owners to be more involved in the maintenance of their aircraft would likely increase safety by reducing the prevalence of unauthorized maintenance.

That would work great but I think few mechanics in this day and age would want that liability without a strong financial incentive. I would pay generously to have the ability to sign off specific maintenance items as related to my airplane. Not so much for saving money, but also time and avoiding an AOG away from home. They’re a great number of airworthiness items that I can remedy in a day or two that might take five or more when trying to schedule shop time. I’ve often wondered how things are done in the bush flying community. Is every bush pilot that flies a certified aircraft an A&P/IA?…I am sure that that is not the case. I am also sure that in the backcountry, there many repairs made by non-credentialed pilots when the alternative is spending several days in the bush under brutally cold conditions.

Brilliant!…Here I was over complicating it.

I’ve never smelled the CLP brand of CLP, but Ballistol smells like putrid dog $hit until it off gases leaving a still putrid but more pleasant anise scent. There is nothing else that smells like Ballistol, it’s unforgettable…

It smells lovely….a little dab behind the ears will make you irresistible to the girls…

About thee years ago, I reinstalled the original factory curtains that I removed decades ago for looking “dated”. That has proved to be a huge improvement for passenger comfort. The kids can completely block out the sun in the back and it adds a layer of dead air between the window and curtain. Heat complaints on the ground remain but are usually mitigated by prop wash and an open door.. I have an uninstalled Kool scoop but am trying to figure out how to mount it in a way that makes it easily removable.