PT20J

The active ingredients in Plexus seem to be naptha and coconut oil. The active ingredients in Sprayway seem to be ethyl alcohol and glycol. The active ingredients in Novus 1 seem to be ethyl alcohol and silicone. The active ingredients in Pledge seem to be silicone and glycerine. TAP Plastics recommends Brillantize over Novus; they said it has better antistatic properties. I’ve used Wash Wax All with good results. I’ve also used BugSlide with good results. GLAP (windshield and window manufacturer) recommends soap and water. A lot of things will work.

https://www.spraywayinc.com/sites/all/themes/theme687/msds/sw848.pdf

Found this on Amazon I have no idea why marketing people think changing names of products is a good idea.

This is what I use. It’s also the best thing I’ve found for cleaning polycarbonate eyeglasses with anti-glare coating. Smells nice, too. https://www.whatsinsidescjohnson.com/ph/en/brands/pledge/Pledge--Aerosol-Lemon

Mine is doing that too. I’ll check the position of the injector nozzle bleed air hole at annual next month. Just a guess but it might be caused by fuel leaking out the bleed air hole after shutdown and then getting blown back if the engine is started again before the fuel can evaporate. Cyl 2 is unique in that the nozzle is exposed to air flowing into the cowling.

In my 1994 M20J, it is mounted on the shelf with the voltage regulator above the copilot footwell.

Methinks some are overthinking this. When I flew float Beavers in Ketchikan, we used Pledge and soft paper towels. We didn't damage the windows and the Pledge did a good job of repelling the rain (it rains about 160 inches a year in Ketchikan). We needed good, clean windows because we were often flying with half a mile visibility in rain fog. Skip

No, mounted in the same location as the original.

The previous owner installed a vertical card compass. I like it. And when I swung it, it was within 2deg all the way around the compass rose. Skip

I’ve done that one before and it’s great. This time I took the Cumbres and Toltec.

Seen on a Ballanca Viking at Durango, CO.

You can see shims placed on the edge where the cowling attaches presumably to make it match up with the thicker bondo’d skin. This in not a good repair and it’s concerning if not described in the logbooks because the extent of the repair (and thus the damage) is not known.

Sounds like it should have been configured this way during installation. The STC requires that any factory gauge with a limitation be displayed on the PFD strip. And, in my experience, Garmin will refuse to answer any configuration mode questions and refer you to a dealer. So congratulations for figuring it out.

My ‘94 J has articulated seats with very good headrests, My ‘78 J had headrests as you describe. There are standards for headrest positioning. I got a tubing bender and bent the U shaped tubes forward a bit to position the headrests even with the back of my head and forward so that they were only a couple of inches behind my head when seated upright. Skip

It hurt my neck just watching the video

It's the rebound. Oh, wait, I already said that

If you look at crash test videos of front end collisions, you'll note that the torso first goes forward and then rebounds forcefully from the shoulder harness. Without a headrest, the neck will bend backward over the top of the seat which is what causes the damage. It really is a system: you need the shoulder harness to keep from hitting the instrument panel and the headrest to protect against the rebound.

I absolutely agree with Paul. It will take a LOT of time stepping through configuration mode on these boxes to figure out what you have configured if you don't have the the AFMS with the proper check boxes checked. Also, the installer should have provided wiring diagrams from the installation manuals that show how the wiring was configured and there are configuration logs that should have been filled out to show how the units were configured. For instance, Garmin makes heavy use of RS-232 hardware interfaces, but there are a zillion different software protocols and the boxes have to be set up correctly. It's a lot easier (and cheaper) to add or change stuff later (or troubleshoot a problem) if you can supply your avionics shop with the proper documentation so they don't have to reverse engineer your configuration before they even begin working on it. Skip

They are only there to restrict neck movement in a crash. If you don’t crash, you don’t need them. Same as shoulder harnesses.

I think it's a good idea to look at the battery replacement cost when considering an ELT purchase. My ACK E-04 has a field replaceable battery and does a lot internal error checking so it does not need recertification. It also connects to my GPS so that it will send out the last received position when activated. As @A64Pilot noted, the original ACK 121.5 ELT used Duracell batteries. The company founder discovered that the ONLY FAA requirement for an ELT battery was that it be labelled with an expiration date by the manufacturer and, as a marketing gimmick, Duracell had always put an expiration date on their alkaline batteries. So, he was able to market an ELT that was less expensive than competitors because the batteries were cheap. Alas, the 406 ELT needs a much heftier battery and the days of cheap ELT batteries are long gone. Skip

I put the break at the bottom of the door since that is the spot least likely to allow water in. The Brown Aircraft seal is neoprene so you can glue the ends together with wetsuit cement if you want it to be continuous.

The nav lights only dim the Gear DN light. There is a DIM button that will dim the low fuel lights. All the rest have no dimming function.

BRT connects the bulbs to bus voltage; DIM inserts a series dropping resistor. Thus, the voltage at the bulb in the DIM position will be inversely proportional to the current drawn. As LED bulbs draw substantially less current than the original incandescent bulbs, I wouldn't expect the DIM position to have much effect even if the LEDs are dimmable.

Nice glare shield lights! What did you use?

My understanding is that the auto manufacturers got the EPA to mandate a minimum standard. Then they came up with Top Tier that gave gasoline suppliers an opportunity to market a more expensive (and higher margin) product that exceeded minimums.