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The one other great joy I get out of flying is conducting an Angel Flight. I fimed this on the day I flew to Mount Gambier in South Australia to collect a young lad and his mother for a specialist appointment at the Adelaide Children's Hospital, following his recovery from an almost fatal respiratory infection. http://youtu.be/fFxDqLMYB8E

You should check the rigging of the gear. both legs should hang pretty close to the same height in the up position. The gear doors need to be rigged with just the right amount of pressure on the bottom of the wing while closed. The gear motor is very powerful and can put tremendous stress on the gear doors if mis-rigged.

If I may make a humble suggestion Ed. Have you approached Shell and/or Exxon to see if they'd consider developing formulations that include your additive in their oils? As Aeroshell does with the Lycoming LW-16702 in their Plus and 15W50? I'm sure they'd be open to at least exploring such a possibility. They'd require that you submit your product to the scrutiny of real, demanding and independent oil company style testing but that wouldn't be a problem, would it? Seems to me it would be a win win for everyone involved. Folks who wish to use it would do so easily without mess or high level math and guesswork. Your product may even gain some validity and thus wider acceptance.

Come on! Really?!! What kind of mechanic are you? Don't you know that all fasteners, regardless of type, size, or application should always be tightened until the veins in your neck pop out? If something should strip out, it's because it was cheaply made, that's all. There is no such thing as too much torque!

Although many of the parts are common many of them are uniquely programmed for specific applications such as Programmable Gate Arrays (PGA), Memories (ROM), micro controllers and others. These components would need to be programmed before replacement otherwise they will not work even if the part number is the same. If the original programmer (manufacturer)is out business is a tough one to get a programmed part. You would need to get them from scrap products. The problem gets worse with later avionics products were gate density and complexity forces the designer to use programmable logic chips that simplifies design. At the airline MROs avionics shops the most they will do is to replace a whole PCB rather than an individual component. The troubleshooting complexity is so high that is not worth it the equipment and time cost. José

. Same setup on the wingtip.. http://youtu.be/dGNvYwKWVHQ

I saw 1100FPM climb last week pitched for 120MPH. Full throttle full rich. Cylinders all nice and cool. Give that formula a try and see what temps are. The fuel is a great "cooler" of the engine in climb. I am VERY cautious about leaning in climb, but I do lean to a target EGT of 1250-1300 (above 2500 feet). I do NOT adjust prop until cruise and MP stays fire-walled unless I am remaining below 3500 feet. 380 is my never exceed temp on cylinders. My #2 reads 50 degrees high and will reach 380 leaning in climb on a hot day. I enrichen a bit if this occurs. On really hot days I just burn some gas until I get to cruise altitude.