tmo

Is 8.5:1 (Lycoming O-360A1A, first from the list of Lycoming O-360 variants on Wikipedia) really high compression ratio? I know it's apples to oranges, but Mazda gasoline engines are 14:1; yes, not supercharged, with direct injection, and a clean sheet design, of course, but I thought 8.5:1 was average at best, even in the heyday of GA. The Auto Fuel STC lists many engines, from Lycoming O-235 to O-540, including a bunch of O-360's. Even Lycoming themselves list automotive fuels as acceptable for many engines in their SI1070 - admittedly just the normally aspirated ones (but even the AEIO-540-D). I understood the bigger issue was with the fuel delivery system and the difficulty to prove vapor lock would not happen. I am purposefully ignoring the subject of ethanol in car gas; there are unleaded aviation fuels, like the HJELMCO 91/96 UL listed in the Lycoming SI, just not 100 octane. They are not popular, I'll grant you that, but if 100LL suddenly doubled in price... On a total thread drift - how much lead is in leaded automotive fuels, as compared to 100LL? Enough to wonder about bringing them back (which I realize will not happen, but still)?

Wouldn't these qualify for an Owner Produced Part if for no other reason than to get them trimmed exactly right? If these are what I think they are, making them can't be too difficult, can it?

@OSUAV8TER is the source - https://www.gallagheraviationllc.com/products.html

No sir, a Polish contraption - wish I still had one today, alas that shall never be.

I had a car, and a motorcycle, that had the oil added straight to the fuel... No valves to stick, either The Reaper's chainsaw likely works like that as well...

With all due respect, I'd be more inclined to say "relying on oil analysis only to detect engine problems is not wise" (add "only" remove "all") - I see oil analysis as another tool; but I also add Camguard and blow dry air into the engine with an aquarium pump. It might very well be a case of "while I'm doing X, might as well do Y"...

I understood Navi was talking about the autopilots, with TT being more "light IFR" and Garmin "the whole 9 yards", not the navigators that drive them. But he'll surely speak up.

Can it be a piece of the gasket that is on the thingie which covers the hole you pour oil in? That is what I found in mine - it fit perfectly.

Yes, a GTN of any variety will be fine for the 8.33kHz channel separation radio requirement (Y in the ICAO flight plan equipment list in box 10). The transponder should really be mode S, but can be plain mode S (I have a King KT-73). You will be able to fly with a mode C only unit, but access to airspace will be restricted. Not worthy of a Mooney ;-)

Isn't the STEC approach similar to what King want to do with people who want to upgrade their current KFC autopilots to the AeroCruze 230?

We don't have no Bravo around here... But now I really want to try hitting all the commercial airports in Poland with a touch-and-go...

1.666 for me looking at myflightbook, but I realized I logged some flights incorrectly, so 1.83 My excuse is that 50nm go by fast in a Mooney and this was not a year for longer XC flights. Hoping for some nice weather before the year ends, but the forecast is not looking good.

Apologies if the question is daft, but is typical contact cleaner safe for aluminum, or should one go through great lengths to contain the possible overspray?

I'll let the Graf answer that ;-)

I believe it is a wood turntable (think pizza slices, one plane per slice).

Won't McMaster make them as OPP the same way they do throttle / prop / mixture?

I think you can disable all those (right click on tile, remove from start or sth along those lines); knowing Windows, they will be back at next update anyway though. Just like Edge. Linux at home, but W10 at work, for better or worse we can't change anything significant on the work laptops so I just have to ignore the crap.

That would be very far down my list of things, especially if keeping the plane N-reg; I have a conversion table from the days of dot matrix printers stuck to my sun visor and you can always ask FIS to convert for you in a pinch. A 8.33kHz radio is most important, a mode S transponder a very close second. You really need both.

For the most part you want Mode-S; I think there is slide-in replacements for the King KT76A, C and KT78A transponders from Trig - the TT31. You will also need at least one radio with 8.33kHz spacing (a GNS430 will do) and possibly label any 25kHz radios "emergency use only". What you will want to avoid is moving the plane to an EASA reg

Victory includes the LW-16702 additive required / recommended for some Lycoming engines, apart from that it's just a multigrade aviation oil.

The duties / VAT are not a given - often one can get an exemption for bringing in their "personal belongings".

I believe the G5 was initially verboten from backing up e.g. a G1000 and the limitation was later removed. IOW, there might be hope.

Are you sure you have the JPI configured for the right type of gauge (resistive)?

I believe the lead scavenging agents need a certain temperature to work well, if the head is too cold, lead gets stuck places where it shouldn't.

Can't IA's just download the info from the FAA? I seem to recall reading that somewhere, but cannot find a reference.