Shadrach

LASAR should have it. I am replacing all of the tubing behind my panel this month. I’ve never had it fail, but the outer layer deteriorates pretty badly within ~5 years. The controller for the 67 is built into the turn coordinator. I took this image this afternoon lying on my back inside my footwell. It would be easier to deal with in the tail come. The rubber in the image was installed 6 years ago.

I always fill from the bottom up, but I suspect the plumbing on the right brake of my aircraft has some high spots where bubbles tend to remain. That side is always more work to fully bleed. I asked about the mighty vac because of my experience with cooling systems in mid-engined cars. Some can be a real PITA. You can spend a lot of time burping and bleeding or you can use compressed air through a venturi vacuum at the reservoir to draw the system down to 25inHg. This does two things, it verifies he system is air tight and pulls almost all the air out of the system.

I’m thinking it’s a sensor issue given the mags checked out in flight mag. Your engine has a CR of 8.5:1. 1573° is outside of the norm for which an engine unless there is an ignition problem. Would have been interesting to know the single mag EGT on the cylinder. I expect the reading was in excess of 1700° Would be highly suspect. You could try swapping probes, but removing exhaust probes can sometimes damage them. . I would replace the probe. It’s a low risk investment, and the most likely cause of the issue.

@PT20J Do you think it would be possible to pull all of the air out of the system at the reservoir using a hand held vacuum pump like say a mighty vac?

Cavitation is simply a localized phase change from liquid to gas brought about by a rapid drop in static pressure to below the liquid’s vapor pressure…ie boiling. Cavitation can occur in hydraulic fluid. However, I’m not sure how a brake piston in a cylinder would cause a rapid pressure drop. As you said, If there is existing air in the cylinder, it may be diffused into the fluid by rapid cylinder movement, however, even that seems unlikely. I was just curious about the mechanic’s instruction. Apologies for the thread creep.

Glad it worked out! I have had to work harder than that to purge all off the air from my brake system, but the vintage mid bodies have different plumbing. My brake cylinders are due for rebuild this year so we’ll see how it goes. Did you ask Scott how piston speed “aerates” the fluid? It reads like he thinks hydraulic fluid will cavitate.

A lot of good advice here. I’ll add that it’s a good idea to have a stable, protected, tray to place the plugs after removal to ensure they cannot fall or be dropped. Make sure the plugs are labeled so that rotation and any potential issues can be correlated to the position from which they were removed. Rotate plugs as described in the Tempest Installation and Maintenance Manual. Regarding fine wire plugs…..Warning - heretical opinions to follow: If your engine starts and runs well with massive plugs, you’ll not likely notice much benefit from fine wires other than some degree of additional service life. I typically get in excess of 800hrs out of a massive plug and I remove them from service based on appearance rather than any noticeable degradation in performance . The only reason I have ever replaced massive plug inside of 500hrs is for QC issues. If rotated and cleaned every 100hrs, massive plugs offer excellent service life. As far as engine performance goes, most stock Lyc IO360s run smoothly on massive plugs at mixture settings quite a bit leaner than practical for the available MP. I would reap no benefit from the ability to run leaner. I can already run 20° to 50° leaner than is practical for just about any available manifold pressure. My engine is easy to start hot or cold. I can’t imagine it being much easier to start, but perhaps fine wires would make for easier starting over a broader range of air fuel ratios allowing for less reliance on precise technique. Show me a plug with a performance delta that I can identify from the cockpit without knowing it’s installed and I will evangelize with the rest of the congregation. For now, I view fine wires the same way that I view nitrogen filled tires. Is there some benefit? Sure. Is it significant? Probably not for most applications.

I heat the cockpit on extra cold days as I think it’s easier on the gyros. Never bothered heating the tail cone, The AGM batteries I use are rated for temps well below what we normally see. I keep it plugged into a smart tender. I find that aluminum tape over the oil cooler works perfectly as a “winterization” kit. During really cold periods, I fly with my oil cooler completely blocked off. My engine runs relatively cool in the summertime. In the winter time it’s a struggle to get oil temps above 160° and CHT‘s to 300°.

The CAT tube that to our defrost has deteriorated. I be don’t think it’s much over 10 years old but already deteriorating. Is there any downside to using SCAT instead? Can anyone highlight the advantages of CAT? There must be a reason it was used from the factory. Given its lack of durability, I’d like to upgrade to something more robust.

Cold, dense, air is good for break in. I have broken in cylinders at sub sea level DAs. It worked out well. Good oil control and temps inside of 5hrs.

My uncle did two tours in Vietnam flying S&R and Medevac missions in Chinooks. I was shocked to find out that he did not get an instrument rating until years later when he started flying fixed wing GA. To the OP. I think additional training is always a good idea. Everyone should be able to keep an airplane upright in the clouds. I think panic contributes to horrible outcomes when a pilot has an inadvertent IMC encounter.

Seriously, none of those things are a big deal for an experienced A&P. Likely have existing pathways through the firewall. fuel transducer installation at worst entails making up a hose. Routing and clamping everything is the most tedious part, which does not require great skill, just patience.

Lots of reasons to be uncomfortable with that exchange. However, in the Delta he just needed 3 miles of vis and clear of clouds. Not sure of the visibility that day, but he was lucky to have 1900’ ceilings. KMRB is in a pretty rural area and fairly easy to see.

My observation of folks that rely heavily on geo-referencing is that they don’t fine tune an approach course so much as fly back and forth across the correct course as they chase the icon delay. It works out ok but seems sub optimal to say the least.

This is not what I’ve been told but maybe things have changed recently. I’ve talked to several guys that have taken their IR ride. All used tablets with geo-referenced approach plates throughout the ride. I acted as safety pilot on a few occasions and these guys appeared to be using the icon on the plate as primary for horizontal guidance.

Reasonable guess but I’d bet less. My POH says the 100ROP fuel flow for that setting is 10.1 gph.

Depends on available MP.

Close. CR is 8.7:1 so multiplier is more like 15.1.

I’ve never operated a stock IO360 that does not run smoothly LOP far leaner than an setting I would use. Sure, there are exceptions but they are rare. I have never operated one that just gets quiet. Most start to get rough after one of the EGTs starts to rise again after peak. Most will run smoothly well beyond 50LOP depending on MP. The intake design makes for an inherently well balanced F/A ratio from cylinder to cylinder. I would personally have no problems running an IO360 LOP without an engine monitor as a temporary measure (like ferrying an airplane without one), but that does mean I would recommend it to others.

It appears that the city put her on that mower. Most county airports use full sized tractors with a full cab and lights, but I have seen formations of high speed, zero turn mowers pushed into service as well. So much is unknown. I would think if she entered the runway environment, the pilot would ensure that that fact was clear. I know I would. I am sure he is devastated. Judging from the city’s website, it’s a flat, 3200’x50’ paved strip in excellent condition. I want to believe there is more to this story. RIP.

Airport is owned by the city of Broken Bow. Deceased was employed by the city’s parks dept. Reads like she was on the job and likely conducting legitimate mowing operations. Looks like she was in the right place but at the wrong time and facing the wrong direction. Bad day to be sloppy on centerline discipline and situational awareness. “She had been employed by the city of Broken Bow’s Parks Division, a police official told The Post.”

I took the first sentence of the article at face value: “was killed Friday after she was struck in the head by the wing of a small airplane while she was on a riding lawn mower next to an airport runway.”

Runway width 50’ centerline to grass 25’ A36 wingspan 33.6’ Aircraft centerline to wingtip 16.8’ He had to be more than 8 feet off centerline to have a wing over the grass. That’s not a lot, but it’s not the kind of thing I would call “good enough” in my own flying. That would put a wheel in the grass or in the lights at some of the runways I’ve used. How close was she to the runway? It seems likely to me that both pilot and mower operator were lacking in situational awareness. I can almost guarantee that a 26 yr old on a mower was wearing earbuds, but it doesn’t really matter. Anyone with any sense would be wearing ear protection. You’re not going to hear a Bonanza at approach power over a mower when wearing ear protection. Operating near a runway requires traffic awareness. During my college years I spent winter and summer semester breaks conducting plow and maintenance ops at a small but busy country airport. Traffic was my primary focus when working around the runway. Airplanes and ground vehicles can easily maintain separation when it’s a priority. If she was wearing high visibility clothing, he should have seen her on approach.

Our F model was never leaned for taxi until I started flying it in 2002. Never had issues with lead fouling. Indeed the Lyc IO360 is very unlikely to suffer from lead scavenging issues in taxi. It has inherently good F/A distribution to all cylinders and some of the highest compression pistons in the certified GA fleet. No need to lean at reasonable DAs. I worry more about lead fouling in winter at low power settings as it can be challenging to keep some CHTs above 280°.