Installed extra return springs on the pilot side brake master cylinders. They're not perfect yet, but these made a huge difference. Now I almost look like I know what I'm doing when I taxi. Much more controlable on the ground.
Emptied the tanks last night and then filled them up 2 gallons at a time to calibrate them. The process worked, I might want to redo the right side sometime, it took a while to figure out the optimal method. The left tank should be spot on.
Flew this morning. Before starting I adjusted the SL-40 sidetone, and it now works perfectly.
0900 - ready to fly
Ran for about 2 hours today, and ventured away from home, over to the next airstrip, Lago Vista. It made a nice 8 mile race race track and gave me some straight and level time. I ran the engine at about 74% and leaned it out some, watching how the temperatures behave. Still running a bit rich. 3 and 4 hitting about 423, this seems to be about the peak for them, 1 and 2 heat up considerably from there. Oil temps about 212, 218 max. The engine stutters a bit when leaned. It goes away when the mixture is enrichened. Carb heat seems to work, and actually cools off all the cylinders.
Talked with Austin Approach, got a squawk code, ident, and they verified altitude. Transponder checks out, along with the static system.
Also got in a bit more slow flight, doing a few 360s at 62 knots. She flies well at this slow speed, no bad habits, just floating in the air.
Ambient today started at about 90, and was about 100 when I stopped.
The 430W was having receive problems. But it checked out perfectly back on the ground. I think I was setting the radios and audio panel wrong somehow, managing two frequencies very close together. Transmitting on the 430W still spikes the CHTs.
And here's a shot of the upper cowling. There are three airleaks from the baffle material, just in front of 3 and 4. Incidentally, those are the hottest cylinders.
