Rick Junkin

Found this on the ACI website. They must have received complaints/questions about how to get the tube inserted in breather tubes with big bends and ice holes further up the tube. Looks like a reasonable solution for the issue: https://flyingsafer.com/shop/ols/products/2065-2-folley-cath-adapter-kit I may give this a try. A Folley is pretty durable, but I wonder how long they expect it to last before needing replacement.

Hijacking the thread a bit - is this only true for Continental engines? Best I can tell on my Lycoming TIO-540 the breather is on the accessory case. Granted, in any case I loose any possible pressurization of the case by attaching the dehydrator at the oil fill tube because the breather is not sealed. My fluid dynamics knowledge is really rusty but I think the dryer air will still permeate the whole case, just less efficiently/effectively.

I have the EI tach removed from my Bravo during the panel replacement in 2023. PM me if you get to the point where you might need it. Cheers, Rick

No doubt, and my preferred approach! But sometimes mx and health issues got in the way of that. And now I’m stuck because our runway is closed until December while they rebuild it and I wasn’t able to get The Beast moved before construction started. For those times I can’t get the airplane airborne these measures are prudent and work well.

I insert the tube in the oil filler neck instead of the oil breather tube. I had the same issue with my Bravo and decided to get a silicone stopper that fit the oil filler neck opening and drill a hole in the center of it to fit the Engine Dehydrator tube. I remove the dip stick after every flight to let the moisture escape while the engine's hot, and then insert the stopper with the dehydrator tube. That gets the dehydrated air to the top of my Lycoming where it's needed most, and logically makes its way through the rest of the case. If I'm going to be down for an extended period I have dehydrator plugs to replace the top plug in each cylinder. I use a toaster oven at the hangar with two stainless steel baking pans. It takes about an hour at 250º to dry a batch of desiccant. I store both the used and dried desiccant in separate large flat tupperware-type containers. It's easier to empty the dehydrator jug and the baking pans into the larger plastic containers. And then when the time comes to dry or change desiccant I use a Solo cup to transfer the desiccant from the plastic container into the oven pans or the Engine Dehydrator jug. Sure it takes a little effort but it's easy and the drying doesn't have to be done all in one visit to the hangar. Having an air-tight container to store the dried desiccant is the key. Cheers, Rick

Is a demonstrated full power detonation margin a requirement for approval of a fuel for use in a given engine/aircraft? In other words, is it even possible that reducing power would be an option available to us? I don’t know anything about how this approval process works, either by STC or ASTM. Someone much smarter than me please weigh in. Could a fuel be approved and available for use in a given engine if that fuel/engine combination wasn’t able to demonstrate some nominal full power detonation margin?

Keep a close eye on it for a while. It's always possible that the problem was caused by some other wiring problem, like a loose crimp, that was disturbed and self-corrected when you were manipulating the connector. There were a number of times where we wrote up electrical anomalies after acceptance test flights on brand new airplanes where the disposition was, "massaged wire bundle". Electrical anomalies can be weird.

The problem with that, which I believe they demonstrated in a Bonanza in the AOPA trials, is once you reach 1500' you'll probably be too far away from the runway to make it back. Brian Schiff did a podcast on this topic and provided some exercises to execute at altitude to determine your aircraft's capabilities and potential for making this all work. Here are a few links to his different discussions. https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://www.youtube.com/watch%3Fv%3D7ujKRXTj5b8&ved=2ahUKEwjD4dSk3riPAxXU5ckDHb7WOP8QwqsBegQIGRAG&usg=AOvVaw2DKC5nnXEW5cIq743tIkpA https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://www.youtube.com/watch%3Fv%3DinTw5L-vg8E&ved=2ahUKEwjD4dSk3riPAxXU5ckDHb7WOP8QkPEHegQIGBAG&usg=AOvVaw0LSifYeOw2IUcGa5Pudv6J https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://www.youtube.com/watch%3Fv%3DzlC3AfCaXAE&ved=2ahUKEwjD4dSk3riPAxXU5ckDHb7WOP8QwqsBegQIFhAG&usg=AOvVaw0n9w33hvX2X73-ZHRe0fcI

Clean the connection between the transducer and ship wiring first. That's the easiest fix and a high probability cause.

Parker, you’ve opened a can of worms! Which of the long bodies warrant the best rates?

At the risk of being labeled an anarchist or vigilante - tar and feathers liberally applied by local community members used to combat these kinds of things pretty well.

Just started a few minutes ago when I logged on. @mooniac58

What has changed in your aviation profile from last year? Old Republic, through @Parker_Woodruff, renewed mine 3 months ago at the same premium as last year. Did something happen in the industry this quarter?

Has anyone used these or know anything more about them? These are different than the visual runway guidance that had been previously available. It's a $200 premium on top of the normal nav database, and according to this video there are only 30 some airports for which Garmin has developed these "approaches".

I have to wonder what customer base they are targeting. Someone must still be subscribing, right? I do miss the Belvoir publications.

Even if they don't "look" dirty spray them with a good contact cleaner. I've had great success with DeoxIT D5. https://www.amazon.com/Hosa-D5S-6-DeoxIT-Contact-Cleaner/dp/B00006LVEU/ref=sr_1_1?dib=eyJ2IjoiMSJ9.WWYV76T4o0F4opwdowjH0wKgBGfkY79pWk4lQF3-MQf21_xYV_duMGSp7YQEkfz-0tvJjLtcZcFP2SZJoLsKiQ7GOJefjYHXqZp6GJwCi0ST9OfM2RgamWwL94C9RhHbhX46_7YffRQGVCkbGq8qNReh76tRwNbrX2U0z4Rvz1ZX1FKXOtsUFD2XpgONIRyM4yzcNmMvTd-dHh67aSPcQyORgI08OMiHO8KIni1YPVueuryLBQaKZzmkDOB-yfthQaGHyfHD_M6QtlOCikZJjKJLfytOGlYrb6ouQPopVho.JhwJhQNH5zyNM_WkvnGVPQGy1LjAIHAUXShDTavPwNc&dib_tag=se&hvadid=694732379514&hvdev=c&hvexpln=67&hvlocphy=9013376&hvnetw=g&hvocijid=993048907826850571--&hvqmt=e&hvrand=993048907826850571&hvtargid=kwd-308864129431&hydadcr=18913_13357727&keywords=deoxit%2Bcontact%2Bcleaner&mcid=aa23b88adeb6365584c80f4f783daaac&qid=1755956909&sr=8-1&th=1

The latest IPN has articles on both SmartCharts and Dynamic Procedures. Interesting to note that Sporty's is normally a stronger advocate for ForeFlight but the two articles have very different tones with the excitement going to Garmin Pilot. Both articles are some of the better ones I've read detailing the features from an operational perspective. Dynamic Procedures article: https://ipadpilotnews.com/2025/08/foreflight-launches-dynamic-procedures/?utm_source=BlogEmail&utm_medium=email&utm_campaign=I25083A&utm_id=01K31B4FY38M7XVS8GR7HBGXF7&utm_term=READ MORE&utm_content=Should Pilots Buy an iPad with a Built-In GPS%3F %2B ForeFlight Introduces Dynamic Procedures&_kx=yegQcfXR2q3SPS36YNW7F3fQ9ATJJF-OKKIxkYzRyQY.XnPJzL SmartCharts article: https://ipadpilotnews.com/2025/06/garmin-smartcharts-a-pilots-guide-to-interactive-instrument-charts/?utm_source=BlogEmail&utm_medium=email&utm_campaign=I25083A&utm_id=01K31B4FY38M7XVS8GR7HBGXF7&utm_term=READ MORE&utm_content=Should Pilots Buy an iPad with a Built-In GPS%3F %2B ForeFlight Introduces Dynamic Procedures&_kx=yegQcfXR2q3SPS36YNW7F3fQ9ATJJF-OKKIxkYzRyQY.XnPJzL

@0TreeLemur Found it BENZ AIRBORNE-KULITE TRANSDUCER.pdf

Check the barrel connector on the transducer pigtail. It’s likely dirty/corroded. Cleaning it up may provide a short term fix. It worked on my Bravo. There’s a service instruction from the transducer manufacturer that essentially says to replace the barrel connector with individual knife connectors on each wire. I have it filed, once I get to my computer I’ll send you a copy.

I had a friend in a sister squadron take one of those in the face at 480kts. He was in the back seat of a Strike Eagle. The bird came through the canopy over the pilot and hit the WSO full on in his visor/helmet and chest. He survived, and made it back on flight status about 6 months later as I recall. Your friend's friend was very fortunate!

Well bummer. I removed all of the Camlocs on my belly panels and replaced them with Skybolt 2800's last year. Is this a recent quality problem? @laytonl, @PT20J, @Marc_B, when did you buy your Skybolts?

This is very good advice. I took it a step further and modified all of my phase-of-flight checklists to fit on a single page on the G3X. In some cases I combined or abbreviated steps, removed redundant steps, and in some cases I eliminated steps or moved them to another checklist where they fit my flow. IIRC each page can display 13 lines of text. Having said that, when we discuss checklists the question of what is "legal" usually comes up. The POH checklist is required to be available, but most everyone I know uses a personalized checklist of some sort, whether it's a CheckMate card or similar or something they've typed up themselves, either on paper or in an EFB. The electronic checklists Garmin provides in their certified panel mounted systems are reproductions of the manufacturer's POH checklist. And in the G3X pilot guide there is an implied disclaimer about the checklist function, while at the same time telling you where to download the editor: The G3X Touch is capable of displaying checklists (if available from the aircraft manufacturer) which allow a pilot to quickly find the proper procedure on the ground and during each phase of flight. The G3X Touch accesses the checklist file (*.ace) from the root directory (/*.ace) of the SD card. If a checklist file is available on the SD card, the Checklists option is available from the Main Menu. The Checklist Editor may be downloaded from the Updates & Downloads page which can be accessed with the G3X or G3X Touch webpage. All of that to say that I think the best checklist is the one that you will use, and will remind you of all of the "big rocks".

I thought this at first and told Max about it but I was WRONG! The "º" character WILL display properly in an .ace checklist on the G3X. That's ASCII 248, or option-zero key combination on a Mac keyboard.

Here's a flight where I was gathering data at different power settings both ROP and LOP, and did a GAMI sweep in the middle of it all. It shows the variability that occurs across the cylinders as you change combinations of RPM, MAP and FF, and how the EGT and CHT relationships are different ROP and LOP. To your mechanic's point about too much data for a crude machine, yes, there is going to be variability from one flight or power change to the next. The important thing to watch is the trends over time. The Savvy trend reports are perfect for this and well worth the cost of the subscription. https://apps.savvyaviation.com/flights/shared/flight/8944398/75270480-f077-4e40-9c9d-5b70f51d9a31

I don’t run my engine that way so I don’t have data for a useful comparison, but I wouldn’t worry about what you’re seeing. You’re changing all three variables, RPM, MP and FF/mixture, so I’d expect to see some variability in EGT for each cylinder and between cylinders as the changes are made. Those changes impact both fuel and air induction slightly differently for each cylinder. My EGTs can swap order when I go from ROP to LOP, although they’re all within about 80° of each other. That has more to do with the placement of the probes though. What is your GAMI spread, and in what order do the cylinders reach peak EGT? That may provide some insight as to what behavior you can expect at your different power settings. If you’re concerned, take a look at how this flight compares with your other flight data. If things look fairly consistent across flights, I wouldn’t worry about it.