On Saturday the Internet was down all day. Couldn't load a single page and no combination of resetting all the resettables and re-plugging all the pluggables would bring it back.
On Sunday the power went out for almost 12 hours. The ice cream melted, soccer games went un-watched, and the water pressure petered out.
On weekends like this I think about the life of a missionary. Many times I think that I'm here to help people out and "save the world" (or jungle). Thats what my supporters sent me out here to do right? But when the internet goes down and the power goes off, I find my attitude is quite sour.
Its then that I remember that it does not matter how many hours I fly, sick people I bring to hospitals or engines I fix. God is more concerened about me being his disciple. That includes, as hard as it is to admit, my attitude. So while it may be very true that God is using me in my "job", He also is taking the daily challenges and giving me opportunites to grow.
So Lord, thanks for yesterday, thanks for today. Thanks for giving me opportunities to grow. Give me patience and help me choose to rejoice in You, regardless of my circumstances.
Sunday, November 8, 2009
Flap Switch. Yes, the normal Cessna flap switch has been removed and new switch has been installed. Not only is the location different, but the switch is momentary in both the up and down position, you have to hold it in that position to acctuate the flaps, releasing it stops the flap motor from running. There is also a "flap dump" switch on the yoke. Pressing this button runs the motor to bring the flaps up. The motor only runs when the button it depressed, so you "bump" the flaps up slowly. Advantage? Flaps can be deployed in the pattern with out having to take your hand off of the throttle. A normal pattern in a stock airplane would mean taking your hand off the throttle 3-4 times. Not so with the flap switch right at your fingertips (litterally). This allows you to keep the eyes outside (where they should be) with out having to look inside the cockpit during the landing phase. The flap dump (retract) switch on the yoke allows you to retract the flaps on climb out. Also a very important time to have the eyes outside and the hand on the throttle. The flap indicator system is still the same, but the microswitches with the stock Cessna flap selector are removed. This system was installed under a field approval that was developed by JAARS.
23 Squared and Lean of peak. Yes, we do fly at 23 squared (23 inched manifold pressure (or full throttle if not able to get 23 inches) and 2300 RPM. We shoot for around 65% power. Increasing RPM if MAP drops below 22 inches usually. All climbs are always (and should) be made at full throttle. In cruise we lean to 25-50 lean of peak. The leanest cylinder is about 50 LOP and the "richest" is 25 LOP. Only possible with GAMI injectors or newer Continental "tuned" injectors. As a side note, thank you to GAMI for helping us tune one of our engines to have closer matching EGT spreads on all 6 cylinders. As far as 23 squared goes, the only thing that would be better is wide open throttle (WOT) all the time even at altitudes where this would exceed 23 inches. 65% power could still be maintained by having a lower and quiter RPM setting such as 25 inches 2200 RPM. Still working on getting that one passed. The old habits and old guard die hard. More info at http://www.avweb.com/news/pelican/ Picture form article #18 by John Deakin, "Mixture Magic" This is very brief as I could go on for hours (days perhaps) about engine opperation. Right Nathan? =)
The View. The view is quite awesome. Its amazing to see the jungle and God's creation from the air.