Just moved to Southern New England from Florida. Am interested in any items that winter flying requires...either on preflight or in flight. Either airframe specific or not.

for example...During my first Northern annual noticed the mechanic spent plenty of time making sure the heater didn't leak carbon monoxide. Would have never thought about that important inspection.

I'm flying mostly VFR so out of the clouds. Also the aircraft is hangared in a non heated space.

Would appreciate any and all advice so may learn from your experience.

Learned to fly in Chicago so from long ago -

Under 35 degrees, pre-heat the engine and avionics to make their start-up easier. POH on the Twin says don't warm up more than 4 minutes to prevent plug fouling. POH has other tips.

Dress yourself warmly enough so that pre-flight is comfortable. Doing as much pre-flight as feasible the day before the flight makes it more comfortable.

Watch wing tips during taxi in case snow has not been cleared enough for low Comanche wings.

Check the Tips section under the Tech Tab for other tips.

Watch for ice and traction issues upon landing - it is similar to hydroplaning but with no eventual settling.

Hope this helps.

Pat - I remember once reading the same thing about long warm-ups fouling the plugs but now I can't find it in the POH. Any idea where it says that? I know it's there I just can't find it. On the last few flights I've found the right mag plugs on the left engine fowled during run up. A quick leaning of the mixture for 5-10 sec at run-up RPM and the the mag check is smooth. I am trying to determine if I need to recheck the idle mixture settings or if this is due to the warm-up issue. It's been very cold here in the Mid-Atlantic area recently and at my home base it's a long taxi if the departure is to the North (more than 4min).

Thanks,

- Charles

One other thing to try Charles if you're not already is to lean aggressively during the idling periods. Pull those red levers back as far as the engines will let you. I have been doing this for years and it certainly helps. I'm always battling fouling issues on my SkyMaster but leaning literally just about to the point where the engines will quit is my goal. This helps tremendously. It is not as much of an issue on the 250 Comanche I fly but I have occasionally had a plug foul as well on that plane. If I recall correctly, the reason this can help is because at idle the engines simply are not creating enough heat to scavenge the lead. Leaning as aggressively as possible puts the least amount of the stuff in the cylinders during those times.

Good Luck

Ed

Thanks Ed. On most aircraft I've been taught to do the same but not on the Comanche. The Bendix RSA system when properly adjusted does not require this - in fact if properly adjusted the mixture controls do nothing until you actually get to the full back / cut-off position. It does not hurt to pull it back it just doesn't do anything. When the engines are at idle the mixture control is in effect disabled and there is a separate built-in idle mixture control. I've spent quite a bit of time with my IA getting my idle mixtures set correctly. The key test is when you pull the mixture back to idle slowly you should see no more than a 50rpm (if memory serves) rise in RPM before the engine(s) actually quit at cut-off. More than that and it's out of adjustment. My left may have gone out of adjustment again (not sure how).

- Charles

Thanks Charles. I have not heard of that before but good to know. That's why I like these forums. Always something to learn!

Thanks,
Ed

Thanks...good stuff.

Learned the hard way this weekend that even a new battery needs a trickle charge strategy.

A fellow hanger neighbor uses an electric heater that attaches by magnet to the bottom of his oil crankcase when below freezing. Any one use something like this?

Over the years, I've tried several pre-heating systems.... IMHO... REIFF is the best.
Jim

Interesting point from Charles Schafer's comment that the PA30 fuel injectors provide a lean mixture at idle. I often lean if I have a long taxi to the runway, but most times I don't bother. I have put 6000+ hours on my PA30 and have had one fouled plug in all my flying, and Charles has now given me the reason for my experience.

Al Powers N88AP