Shadrach

Analog cars will always be more engaging. Performance has reached crazy levels but the cars are becoming less and less engaging. even the exhaust notes sound like they were designed in a studio. I’m not an old man, but when it comes to sports cars, I feel like a curmudgeon. Ferrari builds beautiful cars, but their decision to drop manual gearboxes over a decade ago is puzzling. Perhaps a larger percentage of Ferraris see the track than I think.

I agree, but listening for the sound (or lack thereof) of the starter vibrator offers a lot of information for very little investment.

Tail draggers are great fun, especially in high wing, tandem seat configuration. Great view out of both sides while sitting in the shade. I will do pattern work in the Mooney for currency. It is infinitely more fun in a tail dragger. Are there any tail dragger owners on the field? I would start there. The training has become pretty specialized. There are a few schools that have tail dragger instruction, but I think it’s more common for individuals that instruct in their own aircraft. Some folks take to conventional gear quickly but I’d guess on average it will take somewhere between 20 and 40 wheel landings before instructor intervention is not required. I do not have my commercial rating but I’ve been consistently told it is the most fun of all the ratings.

There are two devices used to create a late (0°) ignition event for starting: Shower of sparks - starter vibrator that energizes a retard breaker. -or- Impulse coupling - flat spring that is wound and released during rotation to spin the mag fast enough to spark and delivering that spark ~ TDC. Both of these systems are common, but I have never heard of them being installed together.

I thought Dan was retiring?

Imagine if you had already installed it. What a $hit show. Are you supposed to put it up on cinderblocks while you wait? I’m surprised the FSDO didn’t try to find a workaround. That’s quite an imposition for something that likely has nothing to do with the physical airworthiness of the part.

Are your oil lines fire sleeved? Are they routed under the aluminum heat shield that protects them from the heat of the muffler? I have no plate on my stock oil cooler and cowl. The only time my oil flirts with 200° is during sustained, summer time climbs. I have to block half of oil cooler off in the cool months to keep temps high enough. If it’s < 20°, I block it completely.

Your post is confusing. Where is the puddle coming from? Seems implausible that oil leaked out of the crank case unless there’s a hole somewhere. The breather outlet is located well above the oil level. So the question is, where is the oil coming from and what does the dipstick currently say? You have oil leaking when the sump reaches a certain level or when you add oil and the question is why? My wild ass guess from your post is that the dipstick tube is cracked and leaking whenever you add oil. Did the oil spill look like fresh oil?.

Where are you located Carl? I would suggest pulling the panel that is soiled with fluid. Once you’ve determined the leak’s origin, we can offer potential resolution.

That sounds like it is turning over but not firing (combustion). Do you have Shower of sparks (SOS) or an impulse coupling? When my ignition switch malfunctioned, I lost the SOS. For some reason the engine would start ok when cold but was next to impossible to hot start.

If it’s not firing at all, I suspect you may have a bigger issue. You didn’t say what you did in attempt to start it. To shutdown an IO360 it should simply be pulled to idle cut off at ~900rpm. To start back up, simply turn the key and enrich the mixture with the engine fires. If that’s not working, something else is probably wrong.

Fuku tu…

“So what if” is that his Idle mixture is out of spec. His mechanic is likely familiar with the continental fuel system and has identified a potential issue. I think you’re misunderstanding how the fuel system works. Idle mixture adjustment is independent of full throttle, max manifold pressure, fuel flow. Both are affected by fuel pressure which is affected by engine RPM. Idle fuel pressure is unmetered and is controlled by a low pressure relief valve. High max power fuel flow is metered and is adjusted separately. The system must be set up in the correct sequence. While one aspect of the system can affect another, I think you’re assuming correlations that need not be correlated. Also, It looks to me like Continental specifies 25-50 rpm rise for all engines except for the IO240B. My review of the manual found nothing about compensating for field elevation during set up, though it’s possible I missed it.

Are generators as susceptible to damage when starting on a dead battery as alternators?

That is my plan. While I dislike it, it’s cosmetic only and low on my list of priorities.

Like you, I would not fly with a fixed shoulder belt tightened down. It would come off in cruise. I sit far enough back that leaving it on would make some things difficult to reach (fuel selector, center vent, cowl flaps, footwell cubby, right side panel items like the transponder, JPI, etc…). I could stretch to get some or all of those things but the restriction is real. Nice to not think about it. Also nice to not have to worry about getting back on and tightened if I need it in an emergency where I might be distracted.

Mostly because it’s click and forget. No restrictions in movement. Inertia reel for the right really does suck for rear seat egress/ingress. I’ve used fixed belts for the left seat in other planes, works just fine. In terms of user friendliness the delta is small.

I was hit by a Dust devil in Utah while driving a UHaul. When it was over, I was one lane over from where I started and greatful to still be on pavement. Can only imagine how bad it would be in an airplane at low altitude.

I’ve never seen Juan do anything questionable. He pretty much states the known facts and provides additional background and clarity on what’s being reported.

I have similar rash on my right aileron from a cabinet door blowing open during pushback. I was quoted $3500 to reskin it back in 2016. I passed. When the plane gets repainted, I will address it then.

Are you perhaps confusing Juan Brown (Blancolirio) with Dan Gryder (Problem Cause)?

I thought the same thing. If I recall correctly, the Buffalo crash also involved a flap deployment.

I’m not a pro, but it looks to me like “George” was doing the flying until the conditions (icing?) degraded the airfoil to such a degree that it required inputs that exceeded its capabilities. The human crew was then presented with an unsalvageable mess. Significant groundspeed degradation over about a 2 minute span before departing controlled flight.

I just check my POH and it says 18.6 on a standard day. So @Ragsf15e is about dead on.

On a standardish day? Around 18gph.