Sorry for the repost, but I forgot the maintenance log image.
03/14/02 - CAPS SB A20-95-02
After replacing the CHT the probe still registered 0. The service center noticed that my probe was connected to #3 instead of #2 as called for in the maintenance manual. They checked with Cirrus who said it should have been connected to #2 from day 1.
04/01/02 - Moved CHT probe from #3 to #2 cylinder
- Throttle SA 02-04
- Removed STEC-55X
After the probe was moved I actually had a CHT reading (only took 3 months to realize the Cirrus had installed it wrong).
03/14 SR20 254CD GAI-LNS GAI L=2 AI=.1 SE=1.9 XC=1.9 PC=1.9 TF=1.9
This was the flight to the service center for the parachute SB which delayed the commercial class.
03/17 SR20 254CD GAI-FRH-BGM MHK L=2 IA=3 AI=8.0 SE=9.9 XC=9.9 PC=9.9 TF=9.9
This was a fun flight, almost 10 hours 8 of it IMC. About 1/2 hour into the flight the autopilot failed. The only indication was a spiral dive. (The autopilot lost roll control and since it couldnÂ’t trim the plane any better than I could it very quickly went into a bank, which caused an altitude loss, which caused and increase in pitch, which tightened the bank and increased the altitude loss, and the whole time it was unable to level the wings, you get the picture.) Fortunately I noticed the problem and the bright side was that once I leveled the wings the autopilot corrected the altitude. I spent the next few hours trying to figure out whether it was easier to try to control pitch and roll which couldnÂ’t be trimmed properly or just roll. I opted to use the autopilot for pitch and manually control roll (by the time the flight ended I had a blister on my hand from fighting the roll).
By the time I got to FRH my 1500 foot ceiling had dropped to 400 feet so I had to go missed at FRH and fly to my alternate BGM. They had an ILS but the 2500 foot ceiling had dropped to 300. The first attempt failed (both my vertical and lateral were within 1 mark but when I broke out I didnÂ’t anything resembling the runway). Ever since FRH the fueling warning light was on (I was starting to wonder whether getting it fixed was such a good idea). The second pass I was still within one mark, both laterally and vertically but I the tower called and relayed a message from approach that I was 1 mile east of the runway. Even though 1 tick should have only been 400 feet at that distance, I ignored the Sandel and turned sharply west until the HSI was centered. I broke out over the runway and landed.
Since MHK was VFR with no ceiling and the IMC should end within 2 hours, I continued the trip. It had its moments. The controllers kept giving me new clearances requiring me to look up airways and intersections. Each time I did this I would spend too little time on my instrument scan which would put me in a spiral dive. The only bright side is that a spiral dive is now a routine flight attitude and no longer scares me.
One note, I obviously survived the autopilot failure. If I had not then I am certain that the resulting CFIT would have been attributed as a CFIT in which the plane could not possibly have played a part.
The following entries were from my commercial training. The xxxxxx are simulator times and the PA28R entries represent my first non Cirrus low wing flights. (I now think any low wing is easier to land than a high wing.)
03/18 xxxxx xxxxx MHK MHK GI=3.5
03/18 PA28R 3791T MHK MHK L=4 SE=2.2 PC=2.2 FT=2.2 TF=2.2
03/19 xxxxx xxxxx MHK MHK GI=2.5
03/19 PA28R 3791T MHK FOE L=1 IA=1 AI=.7 SE=.8 XC=.8 PC=.8 FT=.8 TF=.8
03/19 PA28R 3791T FOE MHK L=1 IA=1 AI=.7 SE=.8 XC=.8 PC=.8 FT=.8 TF=.8
03/20 PA28R 3791T MHK-3JC MHK L=12 SE=1.7 PC=1.7 FT=1.7 TF=1.7
03/20 PA28R 3791T MHK-3JC MHK L=4 SE=1.4 PC=1.4 FT=1.4 TF=1.4
03/20 PA28R 3791T MHK-GPH MHK LN=2 N=2.8 XC=2.8 SE=2.8 PC=2.8 FT=2.8 TF=2.8
03/21 PA28R 3791T MHK MHK L=2 SE=1.6 PC=1.6 FT=1.6 TF=1.6
03/21 PA28R 3791T SLN SLN L=3 SE=1.5 PC=1.5 TF=1.5
03/21 PA28R 3791T MHK SLN L=2 SE=0.7 XC=0.7 PC=0.7 FT=0.7 TF=0.7
This was the flight back from Ks. It was VMC all the way although the autopilot still didnÂ’t work and I still couldnÂ’t trim the plane (I still canÂ’t trim for hands off flight).
03/22 SR20 254CD MHK-BGM GAI L=2 SE=6.3 XC=6.3 PC=6.3 TF=6.3
This is the trip to the service center (it only took a little over a week to schedule).
04/01 SR20 254CD GAI-LNS GAI L=2 SE=1.8 XC=1.8 PC=1.8 TF=1.8