Troubleshooting and Trepidation: Maintenance Update and Cataract Surgery Experience
Dealing with aircraft maintenance issues and health concerns at the same time can be stressful. With patience, proper troubleshooting, and a willingness to invest in the talents of others, solutions often emerge—sometimes at just the right moment. This a recount of my recent adventures with our Twin Comanche and a personal update on my cataract surgery.
Diagnosing the Left Engine Issues
I spoke of failing magnetos in a previous blog. Each of my engines has a left side Electronic Ignition system, and a right side conventional magneto, known as a slick magneto. I was convinced out in Escanaba that my left (Electro-Air) magneto failed the initial pre-flight, but started working again and allowed me to fly home. I witnessed it fail again while flying out of Lancaster, PA; which prompted me to leave it with Paul, my mechanic, at Delaware Airpark.
Based on my reporting, Paul didn’t do a run-up on his own, and tore down the Electro-Air system to its bones. Working with tech support, he diagnosed the system and, surprisingly, it checked out good. Paul reassembled the unit and did another run-up to observe the behavior himself. Paul’s test indicated it was the right magneto, and not the left! I shook my head and accepted that I might have wasted his time and my money with mistaken observations. Paul continued with a deeper inspection.
Next up was to diagnose the Left Engine Slick Magneto. Two things were found that needed attention with this conventional magneto. First – there is a service bulletin recommending an inspection and overhaul of the system every 500 hours. I had just logged 520 hours since new, so wear could be a factor. Second – the timing of the magneto was slightly off, and that was something to be aware of. Paul opted to just replace the magneto with a newly overhauled unit he had on the shelf. While he was in there, replaced the slick magneto on the right engine as well.
Reassembing and retesting the left engine on the ground revealed that the problem remained. Further testing pointed to a more likely culprit: the Fuel Servo or Fuel Controller (FCU). This component seemed to be causing issues under high power settings, dropping two cylinders and producing symptoms like the blackened exhaust stacks—an indicator of over-rich operation.
On a previous blog I mentioned a conversation Paul and I had after he replaced a broken exhaust stack on this engine some months ago. He was admonishing me not run so rich on this engine, but I told him flat out that there was no way I was going to run any leaner over there. I had a #2 CHT limitation that might be exceeded had I done that, so I had no immediate answer to the richness mystery. This particular clue fell into place when the fuel servo became the leading suspect in the current failure.
Fate is the Hunter
As fate would have it, my JPI monitor’s download port has been unavailable for the last few months because an avionics tech zip-tied it up and out of the way while in there for other work. I’ve got to find it now and return it to it’s hanging position under the panel so that I can download and access JPI data. Not having this data impeded my ability to investigate the issue on my own, or to help in confirming what we were seeing.
Little issues lining up to mask a larger issue, or even to cause a bigger problem, happen all the time. My training prevents the swiss cheese holes from lining up to bite me too bad, but fate has thus far not tested me harshly. Someone is looking out for me.
Thinking back to the departure from Michigan, Fate once again favored me this time when the fuel servo presumably failed at an opportune moment. Specifically during the initial run-up before departure from Escanaba, MI. After that was detected, I unloaded passengers, reset the left electronic mag circuit breakers, and the issue seemed to have resolved itself. Thinking it was an anomoly, and monitoring it closely, we departed.
Fate once again favored me when the strong winds we’d been experiencing continued for the ride home. The engines ran smoothly over Lake Michigan, Saginaw Bay, Lake Huron, and Lake Erie; and the winds were such that we flew home non-stop to Delaware. The unusually strong winds allowed me to fly non-stop on home, avoiding another failure opportunity during fueling stops in Ohio or Pennsylvania.
Just a few days after returning home, I flew up to a previously scheduled maintenance appointment to have a fuel sender data issue I’d been having resolved. With that issue diagnosed and parts ordered, the engine issues (presumed failure of the magneto at the time) occurred after departure, having reached a cruising altitude of 5000′.
As an added bonus, It just so happened that I was carrying the minimum legal IFR requirement of fuel at the time. I usually carry abundant fuel, but I was confident in my skills in this weather and cheap fuel was at my next stop.
So here I am, flying along, having completed the Escanaba mission; completed my appointment with the avionics shop; and getting ready to fly four people to Florida just next week. Fate favored me ONE MORE TIME by having this hard failure happen at altitude, AND while on the way to get fuel at the very airport where my mechanic is based – Delaware Airpark. Furthermore, the failure happened just before I was set to fly a group of four of us to Florida for a week!
Psalm 121:1-8 The sequence of these events fell in such a way that my flying skills weren’t dramatically taxed. The failure did not result in a risky engine failure on departure while the airplane was heavy with four people. I was not stranded away from home and maintenance in either Escanaba or Florida. While I am equipped to deal with each of those challenges, I didn’t have to.
Personal Update: Cataract Surgery
On July 21st, 2025, I underwent cataract surgery, replacing my cloudy right eye lens with a light-adjustable one. The process is nerve-wracking—especially since I was effectively knocked out—but I was relieved that everything went smoothly.
Post-surgery, I remained groggy and didn’t sleep well that night, but the following day’s exam showed good progress. My vision was blurry the next day, mainly due to eye drops, swelling, and extended dilation, but I expect significant improvement soon.
Yesterday, having mostly recovered from the right eye surgery, my surgeon repeated the procedure on the left eye. I was apprehensive about the process, to say the least. Tired from the recovery and worried about the ultimate outcome. I wanted to fly soon; ride my motorcycle; and get this entire process completed.
Then a really cool thing happened. The anesthesiologist introduced herself and told me that she recognized my name. It turns out that her husband is a good friend of mine who worked with me at Conectiv Energy. This happens to be the second time I met his wife under very similar circumstances. The first time was when Beverly – the most important person in my life – was wheeled out of her surgery. During that time, as during this incident, my fears and concerns were held at bay. I immediately felt connected with the medical staff and knew that everything would be ok. Fate is the Hunter.
I expect my eyes to improve so that I can fly my airplane home from maintenance by the end of the week or on Monday. I expect to fly the Cheyenne home from Pittsburgh when it is ready in the next week or so as well. There’s still plenty of healing ahead for these eyes, and several adjustments yet to be made on these light adjustable lenses (LAL). I trust my eye surgeon explicitly.
Fly safe, stay vigilant, and take care of your health—both in the air and on the ground.
Frank