wrbix

March 2013 Aviation Consumer magazine asked essentially these questions. Porosity on both noted at 40microns. The magnet of the Tempest gave it the deciding vote, with the caveat raised that the magnet might make cut-open filter analysis more difficult to interpret and (more concerning to me) the theoretical concern that the concentration of metal at the magnet could force the bypass valve open on the Tempest..

Found it, did it. Thanks!

Some forums ask for donations from members to avoid ads. Flagging a users name w a "2013 Forum Supporter" flag seems to encourage donations. I'm ready to donate, anyone else?

Indeed it is!

Pics? Price? Listed?

Now that's (last few posts) the kind of useful input I was looking for. Thanks

.....and, as you can see, simple things like quoting previous posts are unfamiliar.

No, that is why I asked the original question. Searches under a number of search terms never really addressed the issue of low time, infrequent useage. Your input is appreciated and links to the appropriate earlier discussions you allude to would be also. I've not been following this board for long.

<blockquote class='ipsBlockquote'data-author="carusoam" data-cid="88641" data-time="1359587945"><p> You didn't look very hard....<br /> <br /> Or did I misunderstand your statement?<br /> <br /> <br /> <br /> Best regards,<br /> <br /> -a-</p></blockquote>

Thanks for all the input and the link. Overall I'm impressed by abscence of horror stories from infrequent flying.

No, no...he's not dead! He's, he's restin'! per Monty Python

Advantage to the timing of coming up on TBO soon I presume?

First, my apologies if this has been beaten to death in the past, but a search led me nowhere; so here goes: I see alot of comments here about avoiding AC which have been infrequently flown. Can someone summarize why please? Gasket/seal deterioration? Cylinder rust? Fuel tank deterioration? Something else? If an AC has had appropriate annuals and excellent compressions, does this reassure? Thanks in advance Bill

Murder/suicide?

This reference does discuss other means of power control in event of stuck throttle: carb heat on, magnetos, mixture lean,increase prop pitch, electrical switches on (?); his opinion is that cycling mags in landing approach results in better control and that mag on can more readily give a momentary boost of power late in final or if go around needed....he does say to anticipate the backfire and not to let it distract you. As my CFI tells me: at this point the insurance company likely owns the plane anyway, do what you need to do. A historical side note from Stowell: "Before airplane engines were equipped with throttles and mixtures, power was controlled by turning magnetos off and on". Anyone confirm this?