Search results

Please let us know...

Looks like a common problem with that engine... Google o-235-c1 running rough And you will find many possibilities...

What engine?

I'm in Fullerton KFUL and very familiar with the area. At 9500 I would plan the following and use flight following: KFCH - GMN - KBUR - KEMT - KONT - KRIV - KHMT

Thanks for all the comments and advice here. The roundtrip from SoCal to PAO went well. I was on flight following and as I approached I stayed west of the San Jose approach path and was handed off to Moffett tower and then PAO for straight in 31. There is a significant bump on the runway...

I believe it's helping, but I've only added it four times so far and that did lead to a cold start with no issues for the first time in a while. So time will have to tell [emoji46]

Which is recommended by Lycoming at 400 hours (SB) but as we discovered here, and I saw on the Vans forum, issues begin much sooner. Additionally, there doesn't seem to be any consensus on how to avoid it e.g. running rich, running lean, etc. I also learned there is a 2017 Lycoming maintenance...

My A&P recommended I add Alcor TCP to my fuel. I added it to my last three top offs and for the first time no morning sickness on my cold start yesterday...

Thank you all very much! This morning sickness, sticking valves, appears to be a significant Lycoming 390 engine issue. I checked the vans forums and there's so much talk about this and it's exactly what I'm experiencing right down to the number 2 EGT...

March 1, 2024 Update - Tecnam P2010 US Tail Numbers; please let me know if I missed anything and/or any updates/ corrections! ONE new P2010s released from Sebring, FL (US factory) in February 2024: N282VA = TDI Highest P2010 US serial number seen to date is 254 = N282VA N# = Home...

Very helpful thank you... No fuel pressure funniness I can see. A cold intake leak test passed, is that the "induction?" If so, that leaves "sticking?" 95% of the time it's #2 but it has happened on #4 too 5% of the time. So, still sticking valves you think?

Missed it by one month...

Very little oil consumption, about 1 qt every 12 hours. Mechanic says plugs have been fine... Thanks for the inspection tip.

The numbers click down over the couple seconds 1200... 1134... 1076... 997... then recovers clocking back up to normal. Runs rough during that couple seconds and you can feel it coming. You can also see bar graph dropping during those couple seconds and then it recovers moving back up.

EGT # gauge "1400" drops off shows "----" and EGT graph slowly drops. Then after couple seconds slowly climbs back up.

My plane has the Lycoming IO-390 engine with G1000NXi PFD and MFD with engine details on the MFD engine page. It's pretty new, was put in service in January 2022, and currently has 247 hours... Pretty much every cold start now (outside temp never below 50f) a few seconds after the EGT...

Anyone frequent Palo Alto airport that could give me a PIREP? I'm headed there in a couple weeks and will be approaching from the south/southeast at about 2:00 p.m. Best I can tell, about that time I can expect runway 31. I will be on flight following. I was thinking about crossing directly...

I guess if you're keeping good situational awareness you will know the 757 is coming in and start to picture what might happen based on prevailing winds. Maybe an immediate exit from pattern is in order...

Pretty good article with a few more details... https://www.avweb.com/insider/avgas-issue-comes-to-a-head-and-its-about-time/

Probably contractually exclusive... I believe a court order would override the contract.