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Lee,
Thanks for the update.
I see two possibilities you did not mention.
During an annual, an AD is required to remove the fuel pump cover, and
inspect it for foreign material, water, and corrosion.
I am aware of several instance where the fuel pump failed after this
inspection , simply because the mechanic did not torque the cover bolt as
required in the AD....allowing the pump to suck in air around the cover, instead
of fuel from the wing tanks. Often this results in a new, costly fuel pump,
instead of simply applying proper torque to the 1/4 inch bolt.
Another possibility is Carburetter icing:
Older Continental engines are more prone to icing that Lycoming engines.
And, most of our present pilots have been trained on Lycomings....never
experienced any carb ice.
This is due to the design of the intake pipes on Lycomings being
routed thru the oil tank, giving a warmer air to the carburetter, thus less
chance of ice buildup.
Yes, Lycomings can ice up, too.....and all proper procedures should be
taught and applied to every flight....apply carb heat BEFORE closing the
throttle.
Recently, the weather throughout the US has been very humid, and
warm....setting up the ideal ice production situations.
I suspect several engine failures are simply due to this potential ice
problem.
Yes, sloshing compounds can be a real problem, and should be investigated.
Proper use of these compounds are safe. However some of the older compounds
seem to be subject to delamination when using auto fuels....,
and other failures may be due to improper cleaning of the tanks prior to
sloshing, etc. Information suggests that alcohol additives to gasoline are a
real problem...Of course, one is not supposed to be using auto fuel that
contains alcohol !
Sad to see the FAA destroy a potential restorable
airplane.
Harry Francis
N93530
Elliston, VA
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