Earlier today I took my little bird up for my first flight with her.
I had to pump up the tires before I could go, as one main was down to about 20 PSI and the other was under 10 PSI.
I also had a problem during the run-up with one mag dropping 300 RPM while the other dropped maybe 100 RPM (150 is acceptable, but both mags should drop roughly the same amount). A CFI taught me a trick to burn off build-up on the plugs which is the usual culprit for this symptom. Increase to nearly full throttle, then lean the mixture until the engine speed slows by several hundred RPMs (but not enough to kill it) and let it stay there for five to ten seconds, then enrich to full. Lean equals hot, and the lead fouling will burn off quickly given the extra heat if that’s indeed the cause for the RPM loss. It took three cycles, but in the end both mags had similar results.
I think my electric fuel pump is bad. The procedure calls for turning it on prior to startup, letting it build pressure on its own, then after startup, turn it off and make sure the engine-driven pump maintains pressure. Switching on the electric pump causes the gauge needle to to jump slightly but stays near zero. After the engine starts, the fuel pressure indicates mid-scale with or without the electric pump on. I ignored that for today’s flight, but it definitely needs to be investigated.
There was a jet at the hold short line when I started my preflight. I figured he’d be long gone before I got my prop spinning. Wrong! Preflight complete, engine running, run-up done, spark plugs de-fouled, instruments set, taxied down, and the fucker is still there. I almost taxied back to the next intersection and took off from there, but that was when traffic called a three-mile final. Seconds later the jet called departing and left. A minute or so later, the traffic on final landed and cleared the runway.
Before I could lose my nerve, I called departing, throttled up and hauled ass. Rotation and climb out were normal. She climbed pretty good with just me on board. Downwind had me at pattern altitude and easing off the throttle. I’m going to have to figure out power and flap settings. I ended up low on final and had to add in a good amount of power, despite turning a little early and expecting to be high. Then as I was settling onto the runway about fifteen feet left of centerline, I realized that the formerly right-down-the-runway wind had shifted to a quartering crosswind that I didn’t correct for. But I put her back on the ground without bouncing or running off the edge of the runway. I hit the brakes, and cleared the active at the first taxiway about 1250′ from the approach end of the runway.
I chose not to tempt the gods with another circuit, taxied to a tie-down spot and called it a day.
Grumpy 