Dual Monitors on a 2007 ThinkPad T61 – Setup, Freezes, and How I Fixed It

Part 3 of “Reviving a 2007 ThinkPad T61 with MX Linux 25”

By the time I reached this point in the revival, the T61 was no longer embarrassing to use. Brave opened quickly, FeatherPad felt responsive, and the fan stayed quiet during light work. I could almost pretend it was a modern machine, until I tried to dock it and add a second monitor.

I wanted a proper desk setup: the T61 as a compact secondary computer, plugged into a larger external display via VGA. The dream was simple: extended desktop, Brave windows on both screens, maybe one for reading, one for notes. The reality was far messier.

The Initial Setup – Excitement Turned to Frustration

The T61 has a VGA port on the side and supports docking (I had an old ThinkPad dock). I plugged in a 1920×1080 IPS monitor and powered on. MX Linux detected it immediately, the desktop stretched to 3200×1080 total resolution (1280×800 laptop screen + 1920×1080 external). I dragged windows across both, opened Brave on each, and felt like I’d won.

Then the problems started.

Scrolling on either screen lagged. Dragging a window from one display to the other took a noticeable second. Opening a heavy site (news with images, Reddit threads) made the entire desktop stutter. Worst of all: after a few minutes of normal use, the HDD light would come on solid, the mouse froze, Brave would complain about a tab using too many resources, and the system would lock up for 1–3 minutes. I could sometimes recover with Ctrl+Alt+F1 to a text console and kill processes, but often it required a hard power-off.

The root cause was obvious in hindsight: llvmpipe (CPU-based rendering) was being asked to redraw 3.5 million pixels across two screens. The Core 2 Duo and 4 GB RAM simply couldn’t keep up when Brave loaded modern web pages with JavaScript, images, and ads. Every tab refresh pushed more data into memory, eventually hitting swap on the slow 7200 rpm drive — and that’s when the freezes began.

What I Tried That Didn’t Work (The Trial-and-Error Phase)

I spent days chasing false leads.

– I tried lowering resolution on the external monitor to 1680×1050. Slightly better, but freezes still happened.
– I disabled all animations and shadows again (already done), hoping to save redraw cycles. Minor improvement.
– I lowered Brave’s memory limits with flags like `–max_old_space_size=1024`. Helped a little, but not enough.
– I experimented with different refresh rates (external at 60 Hz, laptop at 50 Hz). Reduced CPU load by 10–15%, but didn’t solve the core problem.

The freezes kept coming. Sometimes after 5 minutes, sometimes after 30, always with the HDD light stuck on and the system unresponsive.

The Breakthroughs – What Finally Made Dual Monitors Usable

Three changes, combined, turned the nightmare into something workable.

First: zram to the rescue (again).
I’d already upgraded zram to 2.5 GB zstd in Part 2, but I pushed it further by making sure Brave’s memory footprint stayed low. The launcher flags became non-negotiable:

brave --process-per-site --disk-cache-size=50000000 --max_old_space_size=1536

This reduced the number of renderer processes and capped Brave’s total RAM use. Combined with zram, even 20–25 tabs across both screens stayed in compressed RAM instead of hitting the HDD.

Second: make the external monitor primary and reduce total pixel load when possible
I set the external 1920×1080 as primary (Settings → Display → Primary Display → VGA-1). Most new windows opened there, reducing redraws across the slower VGA link.

I also wrote a tiny toggle script to disable the laptop screen entirely when I didn’t need the extra space:

#!/bin/bash
if xrandr | grep -q "VGA-1 connected"; then
    if xrandr | grep -q "LVDS-1 connected (normal"; then
        xrandr --output LVDS-1 --off --output VGA-1 --mode 1920x1080 --primary
        notify-send "Performance Mode" "Laptop screen OFF – 1920x1080 only"
    else
        xrandr --output LVDS-1 --mode 1280x800 --right-of VGA-1 --output VGA-1 --mode 1920x1080 --primary
        notify-send "Extended Mode" "Both screens active – 3200x1080"
    fi
fi

Saved as `~/toggle-screens.sh`, made executable (`chmod +x`), and added to the panel. One click to drop from 3.5 million pixels to 2 million when I needed maximum responsiveness.

Third: force refresh rates and disable unnecessary redraws
I locked the external monitor to 60 Hz (many VGA connections default to 75 Hz on 1080p) and the internal to 50 Hz (the 1280×800 panel tolerates it without flicker on most T61s):

xrandr --output VGA-1 --mode 1920x1080 --rate 60
xrandr --output LVDS-1 --mode 1280x800 --rate 50

Added to a startup script. This alone cut CPU usage by 15–20% during normal desktop use.

The Results – Dual Monitors, Finally Usable

After these changes:

– 1920×1080 single-screen mode (laptop off): smooth, almost no lag, Brave with 20+ tabs stays responsive.
– 3200×1080 extended mode: still heavier, but usable for light work (email + browser, notes + reference). 15–20 tabs total is comfortable; 30+ starts to push it.
– Freezes: gone. The HDD light rarely stays solid anymore.
– Fan: quiet in single-screen mode, only noticeable in extended mode under load.

It’s not perfect, complex sites on both screens can still stutter, but it’s a functional dual-monitor setup on 2008 hardware. The T61 went from “desk toy” to “second workstation.”

Next in the series: adding Bluetooth 5.3 to a laptop that never had it, and the small tweaks that made it actually work.

If you’ve ever tried dual monitors on old hardware, what tricks did you use to keep it smooth? Share in the comments  as I’m still learning.

Continued in Part 4: Adding Bluetooth 5.3 to a ThinkPad T61 – USB Adapter Success Story

Making a ThinkPad T61 Feel Fast Again in 2026 – Software Tweaks That Actually Matter

Part 2 of “Reviving a 2007 ThinkPad T61 with MX Linux 25”

After the fresh MX-25 install, the T61 was alive, but barely. Opening Brave with three tabs felt sluggish. Scrolling on a modern website stuttered. The fan spun up constantly, even when I was just typing in a text editor. The 7200 rpm hard drive made its presence known every time the system needed to swap. Battery life hovered around two hours. It wasn’t unusable, but it was nowhere near the “daily driver” I hoped for.

I knew the hardware limits were real, no hardware acceleration (llvmpipe), only 4 GB RAM, an ancient GPU, but I also knew software could squeeze a lot more life out of this machine. Over the next few weeks I tried dozens of tweaks, broke things, fixed them, froze the system more times than I can count, and eventually found the combination that made the T61 feel surprisingly snappy again. This post is the honest account of what actually worked (and what didn’t).

The Baseline – How Bad Was It Really?

Before any changes, here’s what daily use looked like:

– Opening Brave and loading a news site: 5–10 seconds lag before scrolling felt smooth.
– Switching tabs with 8–10 open: noticeable stutter, sometimes the HDD light stayed solid for 20–30 seconds.
– Typing in FeatherPad or a terminal: responsive enough, but window resizing and menu animations lagged.
– CPU usage: idle around 5–10%, but any real work pushed it to 80–100% quickly.
– Fan: always audible, ramping up within minutes of light browsing.

The machine wasn’t broken, it just felt every one of its 18 years. The goal wasn’t to make it compete with a 2025 laptop; it was to make it feel pleasant to use again.

First Big Wins – Turning Off the Eye Candy

XFCE on MX-25 comes with compositing enabled by default — fancy window shadows, transparency, animations. On llvmpipe (CPU-rendered graphics), this is a performance killer.

I opened a terminal and ran:

xfconf-query -c xfwm4 -p /general/use_compositing -s false

That one command turned off compositing system-wide. The difference was immediate,  windows moved instantly, menus popped without lag, desktop switching felt smooth. I also disabled shadows and dock effects with a few more xfconf lines:

xfconf-query -c xfwm4 -p /general/show_dock_shadow -s false
xfconf-query -c xfwm4 -p /general/show_frame_shadow -s false
xfconf-query -c xfwm4 -p /general/show_popup_shadow -s false

These changes alone dropped CPU usage noticeably when moving windows or opening dialogs. If you’re on old hardware and haven’t disabled compositing yet, do it today, it’s the single biggest responsiveness gain.

CPU & Power Management – Making the T8100 Punch Above Its Weight

The T8100 is stuck at 2.1 GHz unless the governor lets it boost. I switched to the “powersave” governor (counter-intuitive, but it works best on Penryn chips):

sudo apt install cpufrequtils
echo 'GOVERNOR="powersave"' | sudo tee /etc/default/cpufrequtils
sudo systemctl restart cpufrequtils

Then I installed TLP for aggressive power management:

sudo apt install tlp tlp-rdw
sudo tlp start

I created a custom T61 profile in `/etc/tlp.d/99-t61.conf` with lower max frequency on battery, runtime PM for devices, and HDD spin-down. The fan became much quieter, and idle power draw dropped noticeably. On AC power the CPU still boosts to 2.1 GHz when needed, but the system stays cooler overall.

zram – The Freeze-Killer

The real villain was memory pressure. With 4 GB RAM and llvmpipe, three Brave tabs could push the system into swap, and the 7200 rpm HDD would thrash, freezing the desktop for 1–3 minutes. I upgraded zram from the default 1.9 GB lz4 to 2.5 GB zstd:

sudo swapoff /dev/zram0
sudo zramctl --reset /dev/zram0
echo zstd | sudo tee /sys/block/zram0/comp_algorithm
echo 2560M | sudo tee /sys/block/zram0/disksize
sudo mkswap /dev/zram0
sudo swapon -p 100 /dev/zram0

I made it permanent with `/etc/systemd/zram-generator.conf.d/override.conf`. After this change, even 20+ tabs only compressed into RAM, no more HDD thrashing, no more multi-minute freezes.

Brave Browser – Tweaking the Memory Hog

Brave was one of the biggest CPU and RAM user. I added launcher flags:

brave --process-per-site --disk-cache-size=50000000 --max_old_space_size=1536

This reduced process count (fewer tabs = fewer processes), capped cache and memory footprint, and stopped it from eating all available RAM. Combined with zram, Brave became usable again, 15–20 tabs open without freezing.

Screen Refresh Rate Locks – Reducing CPU Load

The external monitor defaulted to 75 Hz, and the internal 1280×800 to 60 Hz, unnecessary redraws on llvmpipe. I locked both:

xrandr --output VGA-1 --mode 1920x1080 --rate 60
xrandr --output LVDS-1 --mode 1280x800 --rate 50

I made it automatic with a startup script. CPU usage dropped 10–20% during normal desktop use.

The Results – Before & After

After all these tweaks:

– Idle CPU: 3–8% (was 10–20%)
– Opening Brave with 10 tabs: smooth scrolling, no stutter
– Switching windows: instant
– Fan: quiet most of the time, only spins under heavy load
– Battery: 3.5–4 hours (was 2 hours)
– Overall feel: surprisingly snappy for 2008 hardware

It’s still not a 2025 ultrabook, but it became a machine I actually enjoyed using, not just tolerated.

Next up: the dual-monitor saga. Adding a second screen almost killed the revival… until I found the right combination of tweaks.

Have you squeezed extra life out of old hardware with clever software? Share your favorite tweaks in the comments as I’m always looking for more ideas.

Continued in Part 3: Dual Monitors on a 2007 ThinkPad T61 – Setup, Freezes, and How I Fixed It

Reviving a 2007 ThinkPad T61 in 2025: Why I Chose MX Linux 25 & First Impressions

Part 1 of “Reviving a 2007 ThinkPad T61 with MX Linux 25”

About five years ago I picked up this ThinkPad T61 on eBay for $80. It wasn’t meant to be my main machine. It was instead meant to be just a backup, something tough and reliable to sit in a drawer in case my daily driver ever failed. I remember unboxing it, running a quick test, confirming the screen worked, the keyboard still had that classic ThinkPad click, and the battery held a charge. Then I closed the lid, slid it onto a shelf in the office, and… forgot about it. For half a decade it just sat there collecting dust, a quiet relic from 2007 waiting for a reason to be useful again.

Last month I was rummaging through boxes looking for a spare SATA cable to repair another computer when my hand landed on the familiar black brick. The Core 2 Duo sticker was still there, the 4 GB RAM upgrade label from the previous owner still legible. I pulled it out, blew off the dust, and thought: modern Linux has changed a lot since 2020. Could I actually turn this thing into a viable daily machine again in 2025?

The answer turned out to be yes, but not without some surprises, some freezes, and a fair amount of terminal time. This series is the honest story of that revival: the hardware quirks, the boot errors, the performance tweaks that actually made a difference, and the little upgrades that brought a 2007 laptop back to life.

What I Was Really Working With

I started with the simplest diagnostic tool I know: `inxi -Fxxxz`. The output told me everything I needed to know right away.

The CPU is an Intel Core 2 Duo T8100, dual-core, 2.1 GHz base, 3 MB cache, from the Penryn generation (late 2008). The graphics are the integrated Intel Mobile GM965/GL960 chipset, which in 2025 means llvmpipe software rendering, the CPU is doing all the drawing because hardware acceleration for this chip was dropped years ago. There’s 4 GB of RAM (the max the T61 supports), a 320 GB 7200 rpm Western Digital hard drive, and the original Intel PRO/Wireless 3945ABG WiFi card. Battery health was at 81%, not terrible for a 15-year-old pack.

In short: this is a machine that was high-end in 2008, costing around $2000 usd, and now sits somewhere between “vintage curiosity” and “barely usable by 2025 standards.” But it booted MX Linux 25 Infinity (Xfce edition) without complaint, connected to Wi-Fi, and let me open a browser. That was enough to make me want to keep going.

The First Boot Surprises

Right from the live USB, two messages caught my eye during boot and they flash by so fast you almost miss them.

The first was something about the TPM chip failing to communicate. As I found out later, the T61 has an ancient Infineon TPM 1.2 module, and modern kernels try to talk to it at startup. Sometimes the chip doesn’t respond quickly enough, so you get a timeout warning. It’s completely harmless, no impact on security, stability, or anything else, but it’s noisy and annoying. I ended up disabling the TPM in BIOS later (F1 → Config → Security Chip → Disabled) to silence it. Done!

The second was a quick line about VMX being disabled by BIOS. VMX is Intel’s virtualization technology (VT-x), and my T8100 supports it, but it was turned off in the BIOS defaults. Again, harmless unless you plan to run virtual machines, so I left it off.

Both are classic signs you’re running a modern kernel on very old hardware. Nothing to panic over, just little reminders that this isn’t a 2025 ultrabook. Not by a long stretch.

BIOS Tweaks Before Install

I rebooted into BIOS (F1 at the ThinkPad logo or that special ThinkVantage blue button also works!) and made a couple of quick changes:

– Disabled the Security Chip (TPM) to quiet the boot messages.

– Left virtualization (VT-x) off since I wasn’t planning to run VMs on this machine.

– Made sure the boot order prioritized the internal hard drive.

– Saved and exited.

Nothing fancy, just cleaning up the noise.

Why MX Linux 25?

I tested a few distros first. antiX was too bare-bones for me, MX-23 felt a generation behind, and a couple of Fedora spins were heavier than I wanted. MX-25 Infinity (Xfce) won for a few simple reasons.

It’s based on current Debian Trixie, so it gets security updates for years. XFCE is light enough for old hardware but still looks and feels like a real desktop. MX Tools (the Boot Repair, Cleanup, and other utilities) saved me later when I accidentally broke graphics. And the community has a soft spot for ThinkPads as there are still people posting T61 tweaks on the MX forums.

I wiped the drive, installed fresh, and let it run. No snaps, no flatpaks by default, just a clean, fast base.

First Impressions and Honest Feelings

After the install finished, I booted into the desktop in about 30 seconds (the 7200 rpm HDD was the bottleneck). I opened Brave and tabs loaded, but scrolling on heavy sites stuttered. The fan kicked up quickly under light load. Battery life hovered around two hours stock. Dual monitors and a docking port were a dream I wanted to chase, but I knew that was going to be a challenge.

It wasn’t fast by 2025 standards. But it wasn’t dead either. I could browse, edit text in FeatherPad, check email, watch low-res YouTube. The bones were solid, and classic ThinkPad keyboard, durable chassis, ports galore made me want to keep going to see what could be accomplished. It just needed some love.

That’s when the real work began.

In the next post I’ll walk through the tweaks that turned “usable” into “surprisingly snappy”: zram upgrades, TLP profiles, screen refresh locks, Brave flags, and a lot of trial-and-error that stopped the freezes. If you’ve ever dusted off an old ThinkPad, I’d love to hear what distro you chose and how it went. Drop a comment below.

Continued in Part 2: Making a ThinkPad T61 Feel Fast Again – Software Tweaks That Actually Matter

Let the Rescue Begin!

I recently purchased a 1955 Piper Tri-Pacer that was headed for the scrap pile.  It sat unloved for almost thirty years in the back of a hangar. It was covered in dirt and had mouse holes in the headliner.

Can it be saved?  I am not sure just yet.  The air frame on this aircraft are tube and fabric,  They are prone to rust and corrosion.  The engine is a Lycoming O320 with about 900 hours on it.  It has not run in a long time there is great concern about corrosion inside the engine.

Soon we will open it up and start inspections.

Piper Tri-Pacer N1741P

Piper Tri-Pacer N1741P

Racing the Squall Line

On Saturday July 21st I launched in my PA24 180 horsepower Piper Comanche from Jim Taylor field with the intent of flying to Oshkosh Wisconsin with a few stops in between.  The first leg of the flight would take me from Ocala to Carrollton Georgia, west of Atlanta, for a quick rest and refuel.

 

 

 

 

 

 

 

 

 

 

 

 

A check of the weather showed a line of under developed storms spread out across the southeasterly moving cold front.  The gaps between the storms was wide and the cells were not really generating much as of yet.  As we continued to the northwest I kept an eye on the line of storms, so I could pick a gap to pass through them.  However as the morning went on, the gaps closed and the few storms combined into a solid squall line.

A squall line is a line of thunderstorms that form at or about the front edge of a cold front.   They tend to include very strong rain, hail, lots of lightning, and a phenomenon know as straight-line winds.  A straight-line wind acts much like a plow blade and come down and out in front of the storms at tremendous speed and force.  For a small airplane like mine this meant almost certain destruction if I was caught aloft in these winds.

Calculating the speed at which the storm was moving towards me, combined with my forward speed, I found the Crisp County Cordele airport (KCF) to be a good spot to set down.  I pushed the throttle in a bit and accelerated the plane forward.  It would certainly be better to be on the ground and under cover when this line of storms passed over.

We approached Cordele and I called the airport radio and requested a spot under cover.  I could see the purple tops, which made me worry about hail damage.  The airport FBO attendant was very accommodating and offered an open T-Hangar close to the main building.  We landed just ahead of the storm by maybe five minutes.  The sky to the north was full of black clouds rippled and engorged with moisture.   We got the plane on the ground, installed the gust locks, pushed into a T-hangar next to the FBO, and strapped it down.   Just about then the wall of water appeared at the far side of the airport.  It was closing fast.   I snapped this picture just before we ran inside.

As can be seen from the photo the sky went dark, as if the sun had gone down.  It was about ten o’clock in the morning, yet it felt like late in the evening.   We borrowed the crew car and went into town to get a few supplies and ride out the storm.  We stopped at a local Wal-Mart for some camping essentials and did a quick video.

The storm blew with a mighty fury for about an hour and dumped lots of rain.  Overall this was a good decision to stop and wait it out.   The squall line is by far the most deadly and dangerous weather for our little planes.  My best unsolicited advice is to never ever fly though a squall line. Instead get on the ground before the storm and wait it out.  Let the storm pass, wait a bit longer until the skies clear up and then continue.

 

 

 

 

 

The Fuel Pressure Problem

Had a little issue today with Sunny Side Up. I was taking a short flight to go see an old friend and mentor. On climb out, at 1000 feet I shut off the boost pump and fuel pressure went from near the top of the green almost to zero, right at the bottom of the green zone. This is different from normal as it usually stays about in the middle of the green.

Low Fuel Pressure

Low Fuel Pressure

The Engine continued to run fine. I turned the pump back on and the pressure went back up to the middle of the green. Once I leveled out at 4k I turned off the boost pump and the needle went to about the middle of the green. I will admit some panic set in as I worked the problem.  I’m glad it was a clear day with no clouds and great visibility.  I could not imagine how I would have reacted had I been inside a cloud.

I continued the twenty minutes or so of my flight. As I neared my destination and began my  descent, as part of normal landing procedure, I turned the boost pump back on and the pressure went above the green zone. I now had an over pressure situation.  Curiouser and curiouser.

My friend and mentor suggested it might be the check valve in my electric boost pump is stuck open. Another thought was that the engine driver mechanical pump, new at overhaul, about 350 hours ago, was failing.  I hoped that was not the case as replacing the pump is no small task.

The Comanche fuel system is not all that complicated.  Two tanks come to a fuel selector and then fuel is fed through a strainer to an electric and engine driven pump, which both feed the carburetor.  In the picture below mine is the one on the right.

Piper Comanche Fuel System

Air Inside the Lines

I had some discussions with experts and mechanics alike in order to help diagnose the problem.  First off the manual states that the pressure “should not be under 0.5 pounds nor over 6 pounds, with a desired pressure of 3 pounds”  Based on the gauge, my fuel pressure was awfully close to that lower number.  But, was my gauge even accurate?  It is fifty eight years old.

Some of the clues to the problem came from that under and over pressure situation.  The fact that the fuel pressure went up upon descent meant that there was air inside the lines, which expanded once at a lower altitude where air pressure is higher and causes expansion.   Another clue was that the pressure gauge would fluctuate rapidly when the engine was at idle.  That is called cavitating and it clued us in that air was somehow entering the fuel lines.  Another clue was that the primer was dry.  That is to say, the primer had to be pumped to pull fuel back up to it.  So it was not staying loaded as it should, but the fuel was seeping back down the line.  Lastly and most perplexing was the lack of fuel staining or smell anywhere in the cabin or engine compartment.  if it was leaking, it was very small indeed.

 

How To Find an Air Leak

Based on the fuel system of the Comanche, air could be entering the system at several places. The fuel tank selector, the primer handle, either of the pumps, and the fuel lines themselves.   SO many places to look made the whole situation overwhelming.  It was hard to pick a starting point.  The mechanic and I settled on the primer problem first.

If the leak was in the primer or attached lines, I would have a hot cylinder as this would possibly create a lean condition in one of the cylinders.   Come to think of it, Number 1 cylinder was hotter than the rest.  So yet another clue.

The first test was to pressurize the primer system. air was forced through the primer lines just before the primer and lo and behold we found a small leak where the primer line attaches to the main feed under the plane.   This was a simple fix.  Loosen the connections and then re-seat and tighten them.  The leak stopped.  I hoped that the problem was fixed, but no not yet.  The fuel pressure was still really low.

My mechanic then stood staring at the engine for a while whilst rubbing his chin.  A classic “Don’t bother me I am thinking” pose I often see.   He then went and got a spray bottle of soapy water.  He had me lock the brakes and put a chock on the front wheel.  He instructed me to start the engine and put it at idle.   He then walked up behind the prop and opened the cowling.  This part always makes me nervous.

He would spray and then look up at me an ask it there was a change in the fuel pressure reading.  He sprayed cylinder 3 intake pipe and something did happen.  The engine stumbled and the pressure fluctuated wildly. The intake on number 3 cylinder was sucking air.   My mechanic had a wide grin on his face.   The soapy water bubbled for just a moment before being sucked into the intake and making the engine stumble.  But why did the fuel pressure fluctuate?

A removal of the intake pipe revealed that the gasket had failed.  From the picture it is easy to see the back soot where the air was seeping past the gasket and being sucked into the cylinder and causing a lean condition and extra heat.  Fifteen minutes, a new gasket and re-torquing the bolts solved this issue.

Now why would an engine stumble cause the fuel pressure to fluctuate?  That was yet another part of the puzzle.  We started pulling on the fuel lines.  If they were old and really stiff, they may have a crack in them that was aggravated when the engine stumbled and wobbled.  The fuel lines are covered in a heat resistant orange wrap that helps protect them from heat and vibration.  As the mechanic squeezed at them, he tugged and shook them.

Then he spotted the problem.  The return line on the engine driven pump was loose.  The fitting had come loose and backed off the nut a couple of turns. It was just enough to allow some air to be sucked into the system when under pressure.

A couple of turns with a wrench and the fitting was seated tightly and no amount of shaking the hose would make it come loose.   Did we just find the problem?  The mechanic and I were hopeful.  Now it was time for a run-up of the plane to check the fuel pressure readings at the gauge.

Success!  The fuel pressure was now stable and right at the top of the arc.   A good suggestion from another mechanic was to paint some torque seal across the fittings.  Then it becomes easy during visual inspection to see if a fitting has slipped. A simple problem to fix, but not so simple to find.

Sunny Side Up Gets Dual Exhaust

In November of 2017 my wife’s grandmother passed away.  So we had to make last minute travel arrangements or take the Comanche to Staten Island New York.  We opted to fly ourselves.   On the trip up it became chillingly clear that the heater was dumping deadly carbon monoxide into our cockpit.  We had to fly in a very cold airplane all the way up and back.    My wife made it very clear that I was to fix this problem.

One option was to purchase the same system from one of many places that sells the standard parts.  This option had merits of price and ease of replacement.  The downside was I might be right back in the same situation too soon.  There are also Airworthiness Directives (ADs) on the exhaust for failed baffling inside the muffler.  The pipes also have a tendency to crack right by the muffler because of vibration.

Instead I opted for a dual exhaust system which eliminated several problems with the old one. The dual exhaust is an STC’d option from Aviation Performance Products.  They offered a stainless steel dual exhaust option.

Pic of the exhaust system

180 exhaust system

180 exhaust system

The product took a week from order to delivery.  I picked up the product from the Melbourne shop and took the kit to my mechanic.

The Entire Dual exhaust kit

The Entire Dual exhaust kit

My mechanic and I spoke at length about the install process and what would need to be done.  A couple of items came up. I had to order new exhaust gaskets as the kit does not come with them.   Also all the SCAT hose would need to be replaced with all new lengths and whole new runs of hose.  Also I would need to make considerable modifications to my cowling, including cutting away some on the bottom edge to allow the new dual pipes to be low enough below the plane’s belly and not contact the cowling itself.  Also I would need to add new air intake ports for the fresh air vents.  Lastly I needed an adapter for the left side heat muff so that the 2 inch intake port from the back of the engine baffles would fit on the 3 inch port on the heat muff.

With all the pieces figured out the installation began.  We took off the cowling and took stock of the old exhaust system

Old Exhaust Right Side

Old Exhaust Right Side

The old exhaust system is big and bulky the pipes cross over underneath and then go to the back of the engine and include a giant muffler, which takes up the entire back of the compartment from the engine to the firewall.   The heat muff for the carburetor heat was held on by ten screws and nuts and I had to seal it with high temperature RTV so that it worked sufficiently.

Old Exhaust Left Side

Old Exhaust Left Side

The left side of the exhaust was much the same, I added a support to help with the vibration that often caused the exhaust to crack and fail right at the muffler on this side.  I was hopeful that all these problems would go away with the new installation.

We set to work removing the old exhaust and ended up with quite a collection of parts.

The Old Exhaust

The Old Exhaust

The old exhaust system was pretty easy to remove, but took a bit of coordination as we had to disconnect both sides before it could be removed.  With the exhaust removed it became clear just how much space that system used in the engine compartment.

Old Exhaust Removed

Old Exhaust Removed

With the old exhaust off we started the modifications to the fuel pump.  The new muffler comes very close to the pump.  So it had to be raised up with an extension plate so that it was further away from the heat of the exhaust pipe.

Modified Fuel Boost Pump

Modified Fuel Boost Pump

After we made a trial fit of the system, it was time to start the modifications on the bottom Cowl.  The plans come with some templates that can be cut out and placed upon the cowling.  from there you can make your own adjustments, as the template is only a rough guide and more modifications might be needed.

Template for Cowl Trim

Template for Cowl Trim

This modification was nerve wracking.  Take too much and we wreck the cowl.  Take too little and the mufflers don’t fit.  We had to do this process two or three times before we were sure it was right. On top of all this cutting we than had to make new doubler plates and rivet them on.  We originally intended to replace the fresh air intake ports on the bottom of the cowling with NACA ducts.  However this option would not work as the new mufflers were in the way.

Bottom Cowl Modification

Bottom Cowl Modification

As part of the STC old parts from the existing system were incorporated.  In order to provide fresh air, two new intake ports had to be added to the cowl.  These ports were to be cut off the muffler heat muff and attached to the front of the cowling on top of the airbox.

New Fresh Air Ports

New Fresh Air Ports

My Comanche has dual heat ports and dual fresh air ports on each side of the firewall.  New SCAT hose had to be run for both fresh air and heat.  The right side muffler handles the carburetor heat air.  So the air intake off the back of the baffle puts hot air into the carb box.  We also drilled out holes for the exhaust gas temperature (EGT) probes.  I decided to try them on the inside, so they were tucked out of the way. This worked okay on the right side, but we had to do something slightly different on the left.

Right Side of Dual Exhaust Installed

Right Side of Dual Exhaust Installed

The left side was a real challenge. The heat probes would not fit under the baffling  so they ended up more on the back of the pipes than on the inside our outside.  Also as the picture shows, we had to run many new lengths of SCAT tubing from the left muffler to all the heat ports.  Both the left and right heat and windshield defrost all come off this muffler.

Left Side Exhaust

Left Side Exhaust

 

A note on securing the SCAT tubing.  I did not use adel clamps.  My mechanic and I talked about how to secure them and we decided together that some zip ties would work.  I used some high temp clear plastic hose over the zip tie to prevent wearing and then a small piece of rubber tubing to create a stand off.  Now the pipe would be secure and protected against vibration wear.   Once these ties were tightened, they held the pipes in place.

Zip Tied Hoses

Zip Tied Hoses

There are several perks to this new exhaust.  The heat now works fantastically and no more carbon monoxide in the cabin.  The engine sounds different as the exhaust has a deeper more rumbling tone to it.  Also much less heat transfer from through the firewall making the dashboard hot. Overall this project was a good change.  I now have a much better exhaust system.  I am not yet sure if it was worth all the troubles, but it does work as advertised and does seem to improve the situation quite a bit.

 

Summer 2017 Trip Part 2

Day 5
Travel day from Greybull, WY to Rapid City, SD (2 hours). It was a beautiful flight. We flew north over the Big Horn Lake and then followed the river through the canyon over the Yellowtail damn to Fort Smith where we then turned southeast towards Rapid City. We crossed the border of Wyoming into Montana, but we can’t call it an official visit and we did not land.

Departing KGEY heading north

Climbing out was slow, even with only 50 gallons of fuel. We averaged about 350 fpm. So I slid over closer to the mountains and used the updraft to increase our rate of climb. This route to the north and then swinging back around to the south east was for sure not the most direct, but by far the most scenic.

The flight following and radar services are very spotty out here. I was able to contact Denver Center once I got over Sheridan (SHR) as they must have a relay station at that airport. The services lasted all of about 15 minutes as I passed into a no radar zone then lost radio coverage. So squawking 1200 and VFR all the way to Rapid City.

The descent into Rapid City is a bit tricky. You have to stay high to clear the mountains just west, then descend at a pretty steep angle to be at pattern altitude once you get close to the field. Fortunately it was Sunday, air traffic was light and Ellsworth Air Force base, just north of Rapid City, was closed for the day. The wind was 180 at 17 gusting 35 as we descended and landed.

Piper Comanche Landing Rapid City

I did my homework on Rapid City. There is a Westjet FBO on the field. Seems they are a bit pricey and not all that GA friendly. Located on the south end of the field is Rapid Fuel self-service pumps and free public tie-down parking right behind their hangar. Make sure you bring your own ropes as the chains provided are very short.

So what do you do after a grueling 2.5 hour scenic flight around the mountains of Montana, and across the plans of Wyoming and South Dakota? You go to Sunday brunch at Ruby Tuesday of course!

We then checked into our hotel and relaxed the rest of the day.

Day 6
Today we were tourist! We started our day at the Fort Hays Dances with Wolves Film Set where we had breakfast then the bus picked us up for our tour. Our bus driver for the tour was a hoot, and he took us to Mount Rushmore, Iron Mountain Road through scenic tunnels and pigtail bridges, Custer State Park, State Game Lodge for lunch (this is the presidential summer White House for former president Calvin Coolidge), Needles Highway passing through scenic tunnels and by scenic overlooks, Sylvan Lake (a spectacular man-made lake located at the bottom of Harney Peak), and Crazy Horse Mountain. Then we returned to Fort Hays for a Chuckwagon (dinner and show). It was a great day!

Ft. Hays

Mt. RushMore

Sylvan Lake

Crazy Horse

Chuck Wagon Dinner Show

Day 7

Travel day from Rapid City, SD to South St. Paul, MN. Because of thunderstorms which aren’t good for little airplanes like ours, we decided not to go to the North Dakota stop that we planned.

The Planned Route

Instead, we detoured to Sioux City, Iowa so that we could wait out the storms. Joe Foss Field has two FBOs. After reading up on them we chose Maverick. http://www.maverickaircenter.com/ They were kind enough to lend us the courtesy car. As it was a bit after lunch time we headed out for a bite of food. We discovered a wonderful diner named Marlin’s where we had lunch. Great food.

Marlin’s Diner

Once the storms passed, we were able to continue our flight. The remnants of the storm made it challenging during our flight from Sioux City to South St. Paul. There were multiple layers of clouds from 3500 feet to 6500 feet and above. I still managed to get some pictures (even though it was very hazy the entire flight) and videos (cloud surfing).

The Actual Route

The Flight

The destination airport KSGS South St Paul Municipal Airport-Richard E Fleming Field is a gem. They have 100LL, Jet-A and 93 octane Mogas. They also offer a full service FBO with courtesy cars and rentals. We decided to use Uber this time and it worked out great. Took us 15 minutes to get from the airport to our Air BnB location.

Oh yeah we really like airbnb.com. We were able to rent a nice little house for $89 a night in the west 7th neighborhood in St. Paul. We have all the amenities of home, while away.

More to come – Time to play tourist!

Summer 2017 Trip Part 1

Our summer trip this year was overly ambitious and had to be scaled back to reasonable. Once we figured out what we could do versus what we wanted to do, we came up with a pretty good route.

We will first head to Forth Worth Texas and visit some friends and see the sights like tourists. Then it will be on to Grey Bull Wyoming to visit more friends at a dude ranch. Then over to Rapid City South Dakota to see Mount Rushmore and the Devil’s Tower. Then of to St Paul Minnesota to do a brewery tour and walk the river walk. Then a short stop at OSH, of course, and then we turn south, past the Chicago skyline, down to Crossville TN to visit family. From there a short hop over to Pidgeon Forge to play tourist. Ambitious but not impossible.
Distance: 3605 nm
Time: 29 hours
Fuel: 292 gallons

The first leg of the trip took us from Ocala, KOCF to 23M Clarke County for a fuel stop, and finally to KGPM Grand Prarie

We had to fly higher and a bit more north that planned as many thunderstorms popped up along the way.

The clouds looked like cypress knees. A bunch of cumulus towers two to three thousand feet tall and slowly climbing. My wife did a short time lapse of the flying as we cloud surfed.

I highly recommend 23M Clarke County airport as a fuel stop. Nice folks and very reasonably priced 100LL and 93 mogas. Here is a link to their facebook page

We climbed up to 10,500 for the leg from Clarke County to Grand Prairie to get above all the little towers of cumulus clouds. The Comanche really hums along happy at that altitude. I was able to lean it out well and burn about 8.5gph at about 130kts

We landed at Grand Prairie about 3pm local time and got our rental car and headed downtown. We decided to try something new and used airbnb.com and got a great little studio apartment right in the heart of downtown Fort Worth just off main street.

We walked around downtown for a while and then over to Risckys BBQ and had a great dinner and drinks. One of the local favorites is a local brewery just south of Forth Worth called Revolver Brewing. They have excellent brews. I highly recommend them.

End of day 1.

Day 3
After a really nice stay in Grand Prairie we departed out and headed northwest to Casper Wyoming with a mid-point fuel stop in Kansas at Scott City Municipal.

Flying out of Grand Prairie was much easier than I imagined. I had visions of getting routed all over the place and then abandoned as soon as I left the bravo. Instead I was instructed by the tower to fly runway heading and then contact regional departure. Once handed off to regional departure they gave me one vector change for the climb and then handed me off to Fort Worth Departure with no problems.

We continued north west and made a fuel stop at Scott City in Kansas. This is the second time we have made a stop in Kansas for fuel. Both of the airports we used had cement runways made of large square blocks. The tires sang out a song as we landed and taxied. The fuel was reasonably priced and they pumped for us.

Piper Comanche landing Scott City KS KTQK

We made our final hop from Scott City all the way to Casper Wyoming. The terrain began to change color, just like on the sectional a little while after our fuel stop.

I used the Hipsher IIP VOR as a navigation point to keep me clear of the restricted areas around Camp Guernsey and to keep me clear of the mountains just west of me. It was a relief to turn that final corner and head west into the valley right at Casper.

Piper Comanche Landing Casper Wyoming KCPR

We used Atlantic FBO on the field and got a ride to the hotel for the night. The folks at the FBO were really nice. Wife and I had a fantastic glass of lemonade, which really quenched our thirst after so many hours of flying. The hotel send a shuttle to pick us us and take us back. Fuel was reasonably priced, but I only took on the minimum as we are now in some really high Density altitude areas. Weight is really king out here.

Day 4

This morning we departed Casper as early as we could and then flew north west again along the river up to Grey Bull Wyoming. As you can see in the video below the density altitude, even early in the morning, is very high. We rolled a very long time before gaining enough speed to lift off the runway. Fortunately the runway at Casper is 7000 feet long and afforded us plenty of time.

Piper Comanche Departing Casper

Flying to Grey Bull was really easy. The route was even simpler. Just go west to the entrance to the valley then turn north and follow the river up to the airport.

Flying to Grey Bull

The airport was visible from a really long way off as it sat right at the top of the valley on the entrance to the river.

Piper Comanche Approach and landing Grey Bull WY

We then spent the day sight seeing with friends.

The Perfect US Flying Trip?

I am sure that many of you have seen this article about the Perfect US Road Trip.  I really enjoyed the article and recommend giving it a read.  Lots of great suggestions for places to visit and things to see.

The Perfect US Road Trip

The Perfect US Road Trip

After reading it, I got an idea.  What if I did this same trip in my airplane?   I pulled up the road map provided in the article and starting matching it up to airports using the SkyVector website. Lo and behold, nearly every place mentioned has an airport nearby.  In some cases right next to the site.   I created a flight route that nearly mimics all the locations provided in the perfect trip and to be honest it looks quite possible.  Maybe a few adjustments for getting over mountains and around some restricted areas but, otherwise very possible.

I used airnav.com to help me find airports close to the sites.  When selecting airports I tried to go with local or municipal airports that had FBOs that could get a rental car or at least provide a courtesy ride to a local hotel.  In nearly every case fuel and hotels were available within a short drive, if an overnight stay was needed.  Mind you, not every place had a five star hotel with every amenity, but most had inexpensive motels within a short distance.  I did not really focus on finding the least expensive fuel, just that the airport had fuel available or a close by airport had fuel.  I am sure a thrifty pilot could use airnav.com to check local fuel prices and adjust the route to save a buck or two on fuel.

Could this route be optimized to be more direct?  Yes it can.  The goal here was to match the road trip as close as possible.  That way even if you don’t land in every state you at least get to fly over and see them from the air.   Another benefit is that you can fly over all those commuters on the highways below, open your window and shout at them “Where is your plane, peasants!”.

Perfect US Flying Trip

Perfect US Flying Trip

Rudy the Red-Nosed Cessna 172

As this is supposed to be a sight seeing trip I chose to plan for flying my 1964 Cessna 172E. This will be a low and slow flight focusing on maximum visual enjoyment.  This plane consumes about 6-8 g.p.h and goes about 105 knots (or 120 mph) on a calm wind day.  The trip would cover 9673 nm, take 91.5 hours of flying time and consume at least 778.3 gallons of fuel.  Some of the legs would be right at the maximum range with safety, and to be honest I’m not sure my backside or bladder could make it that far without an interim stop.  On some of the legs slight left or right deviation would be advisable to avoid those pesky tall mountains, but none of it is impossible.

Sunny Side Up the World's greatest Piper Comanche 180

Sunny Side Up the World’s greatest Piper Comanche 180

If I did this trip in my Piper Comanche, slightly different numbers. 80.5 flight hours and 804 gallons of fuel.   For sure I would be more comfortable, I could fly further and get there quicker.  However I think the point is to take it all in, so low and slow would be optimal so a simpler craft would be best.

The cost for this trip by aircraft will be a bit higher than driving.  The biggest expense will be fuel. Based on the regional prices of Aviation Gas 100LL from the www.100ll.com website the average price for a gallon of fuel in the US right now is $5.09 per gallon.  Therefore 778.3 gallons of fuel would run about $3692 in fuel.   Most FBOs will waive overnight parking fees with a fuel purchase so that is a money saver.  My 172 has a MoGas STC, which means I can burn unleaded car gas that does not contain ethanol, so I might even save a few more dollars.

Another expense will be an oil change.   With just under 100 hours of flying time at least one oil change will need to be done.   A shop might charge an hour of labor and the cost of the filter and oil.  Probably best to budget $200 for that activity at about the half way point of the trip. Perhaps this oil and filter could be prepositioned for the half way point of the trip.   If you are your own mechanic then lucky you! You can change the oil on your own.

Here is a list of all the airports and stops.

  1. KTIX Space Coast regional, Cape Canaveral Florida  – Visit Cape Canaveral
  2.  KAYS Waycross- Ware County, Georgia – Visit Okefenokee Swamp Park
  3. KJZI Charleston Executive, South Carolina – Visit Fort Sumter National Monument
  4. KLWB Greenbrier Valley, Lewisburg, West Virgina – Visit Lost World Caverns
  5. KFFA First Flight, Kill Devil Hills, North Carolina  – Visit Wright Brothers memorial
  6. KVKX Potomac Airfield, Potomac, Virgina – Visit Mt. Vernon and Capitol.
  7. KANP Lee Airport, Annapolis, Maryland – Visit Maryland Statehouse in Annapolis.
  8. KILG New Castle, Delaware – Visit New Castle Courthouse
  9. KWWD Cape May, New Jersey – Visit Congress Hall Hotel or Naval Museum
  10. 19N Camden County, Philadelphia, Pennsylvania – Visit The Liberty Bell Center
  11. Husdon River, New York VFR Corridor Northbound
  12. KHFD Hartford Brainard, Connecticut – Visit Mark Twain Museum
  13. KUUU Newport State – Visit The Breakers Vanderbilt Mansion
  14. KOWD Norwood Memorial, Boston, Massachusetts – Visit Charleston Navy Yard
  15. KBHB Hancock County Bar Harbor, Maine – Visit Acadia National Park
  16. KHIE Mount Washington Regional, New Hampshire – Visit White Mountain National Forest
  17. VT8 Shelburne, Vermont – Visit The Inn at Shelburne Farms
  18. KBKL Burke Lakefront Airport, Cleveland, Ohio  – Visit USS Cod Submarine Memorial
  19. KONZ Grosse Ile, Detroit, Michigan – Visit Detroit Historical Museum
  20. KLUK Cincinnati Municipal, Lunken Field, Cincinnati, Ohio – Visit Cincinnati Zoo
  21. KGLW Glasgow Municipal, Kentucky – Visit Mammoth Cave National Park
  22. KFRH Frenh Lick, Indiana – Visit West Baden Springs Hotel
  23. KSPI Abraham Lincoln Municipal, Springfield, Illinois – Visit Lincoln Home
  24. KCPS St. Louis Downtown, Missouri – Visit the Gateway Arch
  25. KFLV Sherman AAF, Leavenworth , Kansas – Visit the CW Parker Carousel Museum
  26. KIKV Ankeny Regional, Des Moines, Iowa – Visit the Terrace Hill
  27. KLNR Tri-County Regional, Spring Green,Wisconsin – Visit Taliesin Preservation
  28. KSGS South St. Paul Municipal, Minneapolis, Minnesota – Visit Fort Snelling
  29. 6K3 Creighton Municipal, Creighton, Nebraska –  Visit Ashfall Fossill Bed
  30. KRAP Rapid City Regional, Rapid City, South Dakota – Visit Mount Rushmore
  31. KSDY Sidney Richland Regional, Sidney, Montana – Visit Fort Union Trading Post, ND
  32. KGPI Glacier Park International, Kalispell, Montana – Visit Glacier National Park, MT
  33. KRLD Richland Airport, Richland, Washington – Visit Hanford Site, WA
  34. 4S2 Ken Jernstedt Airfield, Hood River, Oregon –  Fly the Gorge and Visit Western Antique Aeroplane and Automobile Museum
  35. KSQL San Carlos, Airport, San Carlos, California – Visit San Francisco Cable Cars, CA
  36. L17 Taft-Kern County Airport, Taft, California – Walk the San Andreas Fault, CA
  37. KBVU Boulder City Municipal Airport, Boulder City, Nevada – Visit Hoover Dam
  38. KGCN Grand Canyon National Park Airport, Grand Canyon, Arizona – Visit the Grand Canyon
  39. KBCE Bryce Canyon Airport, Bryce Canyon, Utah – Visit Bryce Canyon National Park
  40. KAOC Arco-Butte County Airport, Arco, Idaho – Visit Craters of the Moon
  41. KWYS Yellowstone Airport, West Yellowstone, Montana – Visit Yellowstone National Park
  42. KCOS City of Colorado Springs Municipal Airport, Colorado –
  43. KCNM Cavern City Air Trml Airport, Carlsbad New Mexico – Visit Carlsbad Caverns National Park
  44. KSSF Stinson Municipal Airport, San Antonio, Texas – Visit The Alamo and City Walk
  45. KF30 Sulphur Municipal Airport, Sulphur, Oklahoma – Visit Platt Historic District
  46. KLIT Clinton National/Adams Field Airport, Little Rock, Arkansas – Visit Toltec Mounds
  47. KM01 General Dewitt Spain Airport, Memphis, Tennessee – Visit Graceland
  48. KVKS Vicksburg Municipal Airport, Vicksburg, Mississippi – Visit Vicksburg National Military Park
  49. KNEW Lakefront Airport, New Orleans, Louisiana –
  50. KBFM Mobile Downtown Airport, Mobile, Alabama – Visit  USS Alabama Battleship Park

So who wants to go?

Happy flying

Russ