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About RobertE

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  • Birthday 07/28/1951

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    St. Helena, CA
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  1. For what it’s worth, I’ve got nitrided cylinders.
  2. To answer both questions, as to break in, I got the normal indications - elevated CHTs in all cylinders initially then declining to normal, accompanied by plugs that showed no oil. As to oil usage after break in, it was never all that low - probably about 7 or 8 hours per quart. It is now down to about 5 and it seems to have gotten there slowly. As I’m replaying all of this I’m wondering if, in fact, I didn’t do a completely thorough job of break in and am now, slowly, seeing the consequences. I plan to make a couple of long-planned trips then have the two offending cylinders pulled to take a close look. I’m going to feel mighty stupid if this was a self-inflicted wound. I’ll report back with findings in about a month.
  3. I’m burning oil in a couple of cylinders despite only 300 hours SMOH. I properly broke in the engine. But here I am with a couple of cylinders with a problem. I routinely run LOP and have cylinder temps around 320F. Might that have produced the problem?
  4. Hey folks. I’ve been following this topic but, honestly, haven’t read every one of the posts in this now 9 page long discussion, which means I might have missed something important. Someone reasonably observed that roughly 10,000 aircraft have arrived annually for many, many years at a cost of what is thus far just one midair, whereas the caravan, with far, far fewer numbers of participants, now also has experienced one midair. That’s a fair point. Let me toss in one little factoid that I find interesting and, perhaps, relevant. Years ago I attended an air show at which the Thunderbirds performed. The evening after that show there was a small cocktail party in which they were the guests of honor (I drank, they didn’t, even though their only flying would be to depart the next day). Anyway, I asked one of the pilots what was something about the Thunderbirds I would be surprised to learn. His answer? He said, “well, you know, we usually have about one midair per year. It’s very minor, but we do touch”.
  5. Scott: I took your skew t course so I know how deeply you understand these things. Let me pose a question to you that I posed to Mooneyspace with only a couple of answers that directly addressed the question. While In Bozeman, MT recently I noticed that many afternoons the towering cumulus clouds form most afternoons around noon on the ridges surrounding the city that, by 3 pm are thunderstorms. My question concerned how one decides whether or not to fly beneath those TCs at noon. If there are, say, 3K feet between the mountain peaks and the bases of those TCs at noon how much vertical development is too much to fly beneath? No rain shafts, no lightning strikes, just very tall clouds. How big is too big? Any other ways to make the judgement call?
  6. I think it’s a no brainer if you’re going to keep the airplane. The higher purchase price will be offset by longer life and slightly better performance (I.e., lower fuel consumption).
  7. Well, I’ve found the source of the problem - a defective ELT (121.5). The radios are back to normal - no static, no odd sounds - when the ELT battery is removed and become defective again when reinstalled. Now there remain some mysteries, such as if that ELT was activated (and I’m told the transmission from that antenna can bleed into the com radio antennas) why didn’t someone report hearing a signal over 1k miles of flight and how come the static varied with RPM? But I’ll take this victory and call it a day. Thought I should close the loop on this.
  8. I’m sure I have old coax. I can, of course, repack the radios but this is a problem that presented itself simultaneously to both radios so I should think any problem would have to have a single, common source. Headed out soon to do more troubleshooting.
  9. I've got radio noise that, I'm sure, is like many have had before (found lots of examples searching the archives) but my symptoms, along with what I've learned so far by troubleshooting, are sufficiently unique that I need help from what is the very big collective brain of Mooneyspace. Here goes. Symptoms - When receiving any signal but the very strongest (in other words, pretty much everything except a tower controller 10 miles out or a approach or center controller when near an antenna) I get staccato-type, high frequency static in receive mode that is loud enough to make it very hard to hear a transmission. This is a crackling sound, not a whine. This happens in both radios (a Garmin 430 and KX155). The static registers only when receiving a signal. When not receiving there is no noise although, occasionally my 430 blinks that it is receiving something and opens the receive circuit when there is no one broadcasting. I'm guessing that whatever is going on is producing enough noise that the radio thinks there is a signal to receive. Troubleshooting so far - Turning off the field to the alternator doesn't stop the static, nor does turning off power to every circuit in the panel. The static persists when running on both mags, the left alone or the right alone. The static does change with RPM. At my normal cruise setting of 2,500 it is loudest, the pitch grows when I go to 2,700 and, oddly, it disappears entirely when I slow to 2,300 or below (maybe the squelch filter is strong enough to block the noise at that frequency?) Tomorrow I'll run the RPM test with the squelch disabled and will also turn off both mags (at altitude) to see if that stops the static. Other than those two tests I don't know what to do and neither does my A&P or Avionics guy. Does anyone have a guess as to root cause or what other troubleshooting steps I ought to take? Oh. One final oddity. I suffered with this problem during about 8 hours of a 10 hour return from Oshkosh. In the last two minutes of those 8 hours when in the traffic pattern at home the radio continually had an open receive circuit with lots of static and, briefly, a sound that sounded a bit like an ELT signal. Tomorrow I'll pull the battery out of that ELT to see if that solves it. But if the ELT is the problem why would the static change with RPM? Odd. Again, any comments would be appreciated.
  10. Thanks for the advice, everyone but I think some are addressing the wisdom of flying through such clouds. I don’t fly through them because the likely turbulence isn’t worth it to me. But my question concerns flying beneath them. Might I expect the same flying beneath them? If so, how thick a cloud is too thick? 5K feet? 10K? I’m assuming there is no hard and fast rule, which is why I’m really curious how others decide. Thanks again.
  11. I flew to Bozeman, MT this weekend, which is a town surrounded on all sides by peaks that vary from 9K to 11K. Most afternoons thunderstorms form so I timed my arrival and departure in the morning. But what if, say, I had to arrive or depart at noon when there are no thunderstorms but there are towering cumulus clouds with 10K-15K feet of development and bases a few thousand feet feet from the peaks. Would you fly beneath them? Basically, regardless of your answer, I’d love to learn what rules you observe in making that decision. This is an area in which I could use some practical experience. And keep in mind that these clouds don’t span hundreds of miles (in other words, it’s not as if 2 hours later when the thunderstorms form I’ll still be beneath them). They’re a 20-40 mile phenomenon. Thanks.
  12. Boy, this is a tough, suspicious group! I think the poster just wanted to put in a good word for an excellent app. I, too, am going to speak up for FlashPass and will add a funny story. Last summer I flew from California to Alaska via British Columbia and the Yukon. While in the Yukon I ran across an elderly gentleman in his Cessna 120 who had saved for his trip from Wisconsin to Alaska for, he said, a decade. But there he was, stuck in Watson Lake for 2 days because he couldn’t figure out how the heck to complete the standard eApis form to be able to cross into the US at Northway, Alaska. He had spent, without exaggeration, 48 hours trying to get it to work and by the time I met him he was genuinely considering turning around, giving up on his decade-long dream. Well, I was then using FlashPass so I set him up on that app and 10 minutes later he accomplished what he earlier found impossible. To see his joy you would have thought I blessed him with eternal youth.
  13. You might call the folks at Lasar with this question. When I needed a new exhaust system about two years ago my intention was to go with power flow. I happened to mention that to the then GM of Lasar who said they provided the test aircraft and found no performance difference. That’s surprising to me (which is why you ought to call them to be sure I wasn’t talking to someone who just had an unreasonable gripe with them) but his comment was enough to discourage me from purchase. It doesn’t make much sense to me, though, why a system that demonstrably works on other aircraft wouldn’t on ours.
  14. I don’t know if my experience is either relevant or helpful, but about 6 months ago my trim quit working. I figured it was a bad switch but it turned out the switch was simply slightly out of adjustment. The micro switch just needn’t to be adjusted, not replaced. Works fine.
  15. I tried to find old threads but couldn’t. How do I search for those? Nothing showed up when I searched on “loose stabilizer” or “play in stabilizer” but I’d sure like to find any earlier commentary.