|Too soon for a snow pic?|
50 watt band heaters clamp around the cylinders and a 100 watt aluminum HotStrip element epoxies to the oil sump. Epoxy is included.
I would have liked to get in the air earlier but didn't manage to go wheels up until 8:20. I filed but decided to go VFR and just enjoy the ride instead. ATC was relatively quiet and that was good, plenty of looking out the window and monitoring systems.
I made my way just east of Chesapeake City and then turned for final runway three-one at Claremont - 58M.
I removed the top cowl and then helped Dale remove all the parts for the bottom cowl removal. This cowl is a bit more involved than the Sundowner, with cowl flaps and gear doors to be reckoned with.
While Josh and Dale worked on the Reiff install I changed the nose gear bumpers and then moved on to check the gear hydraulic fluid level.
The bumper was easy peasy, and once removing the gear motor fill screw I confirmed the level as full.
|pretty new bumper|
The Return Flight
I saddled up for home and taxied out, only to notice my number one EGT and CHT did not register on my JPI engine monitor. The engine felt smooth so I did a run up out on the taxiway. Odd, Not showing a drop but its not running rough at all. I taxi back to the shop and shut down. Josh and I removed the top cowl and check the probe connection for number one cylinder, it seems fine. Josh then checked all the connections on both mags, again, everything seemed connected and tight.
The Return Flight, Take Two
I climbed back aboard and had my best start to date, and it was a hot start. I think she caught in two blades! I watched the JPI engine monitor and all cylinders were coming up on the display. Number one temps looked in alignment with the other three cylinders. I taxied out and did my run up, and observed an even drop, meeting spec, between each mag. I was good to go for launch.
|Charles G's plane, waiting for its annual to begin|
I'm glad the Reiff preheat is installed, I'll now be ready for winter ops.