Kiwi

Thank you both for the reply. I wasn't sure if Ken was still repairing the Xcom. Kiwi

Hi Mark, I have a intermittent fault code "PLL FAIL" on my Xcom, sometimes won't transmit but will receive, and sometimes won't transmit or receive. Checked the radio back in the hangar and it was working fine again. Any idea on what the fault code means? Thanks, Kiwi.

They must know what happens to sheep.

II've always trusted the black dot stick on one's, I have never had a problem with Carbon Monoxid.

What CO detector do you have, and what did it cost?

I just google the piper external plug and got some interesting results, No, you can't charge the battery via the external plug, the master switch must he on for external power to make it to the battery. So yes, if you are testing out new avionics (the master is going to be on), it should work. Here is an interesting link about it. https://piperowner.org/talk/discussion/154730/external-power ps, I own a PA-28 140.

I think you will find that the piper external plug does not send power to the battery, you can not charge the battery through it. It only goes to the starter relay for jump starting.

Try a right angle mag wheel tyre valve, just make sure you remove the valve core.

I still hear the screaming when I'm solo... maybe I should unplug the headsets.

It didn't fail. Hard to start, heaps of smoke and wouldn't rev. I connected a tank with 50-1 and drained his carbs and it ran fine. I've owned my Drifter with a inverted rotax for 23 years, and flown over 1200 hours in it, I'm happy with what I know about 2 stroke engines.

Go try 40-1 in your aircraft and let us know how it went. Someone smarter than me explained it like this. "Aside from too much smoke and a loss of power since the oil isn't combustible like the fuel, the more serious downside is it can cause a lean mixture due to the fact that more oil added than recommended or that the carb is jetted for makes the fuel more viscous (thicker) and less of it will flow through fuel jets in the carb compared to air intake, and the result is you seize it, defeating the purpose of adding more oil which was likely done to improve lubrication to try and avoid the exact thing too much oil ends up causing, a seized top end."

I know a bloke that though "if 50 to 1 is good, 40 to 1 must be better" As you can guess, it wasn't. The two-stroke endorsement should stay.

Any thing that helps people know that I'm in the circuit is a good thing, especially when flight schools use our airfield as a turning point. (That's me in the Drifter)