PT20J

Byron, Before everyone thinks we are both nuts -- I only brought this up because I was considering the new Phillips AW 20W-50 which is marketed as containing LW-16702. I was pretty sure LW-16702 was TCP. Then I saw your post that LW-16702 changed to TPP. So, I looked it up. In the end, I guess it doesn't really matter. After reading about these chemicals, I'm don't think I want any of them near me. FWIW, I used to own a '78 J with a IO-360-A3B6D and I used AS 100W and added LW-16702 at each oil change. I flew about 100 hrs/year and was based in San Jose CA (which is not particularly humid). The cam lasted to about 1600 hrs. In my current '94J the original IO-360-A3B6D went about 1100 hrs (based mostly in Chicago and Dallas by the two previous owners) before the cam spalled. It had always been run with AS 15W50 containing LW-16702. So, I'm not particularly convinced that the stuff protects the camshaft. I'm sure we are both happier to have A3B6's with roller tappets. I find it interesting that it is difficult to understand what they put in this stuff. I found a SDS that says it's TCP; you found one that says it's TPP. I don't really care which of us is correct - I just want to know what's in it. Curiosity has caused me to spend more time on this than warranted, but... Phillips' website doesn't have a SDS for AW oil. Shell's website lists the current SDS (attached) that shows it contains "alkylated phenol ester", whatever that is. Lycoming LW-16702 is packaged for Lycoming by Andpak, Inc. I requested the SDS (attached) and it says "Kerosine - unspecified - distillites (petroleum) hydrotreated light." But down towards the end it lists: Proper Shipping Name: TRICRESYL PHOSPHATE. So, what's in this stuff? Cheers, Skip GSAP_msds_01660936.PDF LYCOMING LW-16702 ENGINE OIL ADDITIVE.pdf

I'm confused by your example. Water and hydrogen peroxide do not have the same formula and are quite different chemicals. tris(methylphenyl) phosphate and tricresyl phosphate have identical formulas - they are just two names for the same thing, TCP Triphenyl phosphate, TPhP, is a different chemical with a different formula. According to the most recent SDS I can find, LW-16702 is TCP. Skip

Sounds like a simple mistake by the controller. Controllers used to vector to intercept a course. Eventually they caught on that it's easier with GPS for us to fly to a fix and they started doing that more. It's not uncommon to get vectored to begin an approach at an IF. But, on an RNAV approach they are supposed to vector you to a point at least 2 miles outside the approach gate (see below). It's always safest to question any clearance or instruction that doesn't seem right. As long as you have gas, you have all the time in the world. The controller has a lot of airspace to vector you around safely while you get things sorted out between you. Skip

A prop has high and low pitch stops. When running on the ground at low power, it sits on the low pitch (high rpm) stops. The stops are set so that the prop turns about the rated rpm (2700 in this case), maybe a little less, when the engine is putting out full power at zero airspeed (maximum thrust) . McCauley practice is to set them for a bit less; I think Hartzell does the same. The exact static rpm will vary with engine condition and density altitude. At this point the governor has no effect since it cannot flatten the pitch more than permitted by the stops. As you begin the takeoff roll, the airspeed increases and the rpm tends to increase. At this point the governor takes over and by liftoff you should get 2700 rpm. If not, you can adjust the governor. Make sure to check the tach for accuracy before making adjustments. Skip

Yes, I believe that's what I said. This is straining my organic chemistry - never my favorite subject; that's why I went into electrical engineering But, according to PubChem (pubchem.ncbi.nlm.nih.gov), tris(methylphenyl) phosphate and tricresyl phosphate are both the same chemical, TCP, C21H21O4P. Triphenyl phosphate is C18H15O4P. Skip

Maybe, but the latest SDS I could find dated 7/5/17 lists the ingredient as Tris(methylphenyl) Phosphate, which I believe is TCP C21H21O4P (Tricresyl phosphate). 08-05600msds.pdf

Tricresyl Phosphate (TCP), according to the bottle. According to Wikipedia, it's hydrophobic.

It's in the RSA Operation and Service Manual http://www.precisionairmotive.com/servpubs.htm#MAN

Most of your questions seem to start with "why." I don't know why. Maybe someone at ICAO knows why. I just know that if you follow the AFMS and AIM cookbook style, you get the correct result. As several (including me) have noted, it doesn't really seem to matter today in the US whether you enter the PBN/ or CODE/ information. Maybe some with more experience flying IFR around the country will chime in and say that they get RNAV DPs and T-routes automatically when they enter this stuff (I've been off flying seaplanes VFR the last few years). Remember this discussion is only about filling out the ICAO flight plan form. Operationally, you don't need to know any of this stuff. One smart thing that the FAA did was mandate that the only procedures that can show up in a GPS navigator database are the ones it has the approvals to fly. So the rule is that if you can load it, you can fly it. If you find a plate that isn't in the database, it's because the navigator doesn't have approval for it. And, once airborne, the controllers don't care what you've filed -- you are free to negotiate whatever you want. Skip

Another reason to hate Cirrus pilots

Suggest you read AIM 1-2. Your questions are answered there.

Verify the EDM 700 first before tearing into stuff. Mine reads half a volt high. Maybe yours reads low - near the alarm limit, or is intermittent.

My point is that it is confusing to understand all the ICAO codes and try to figure out which apply. It is much easier to understand your equipment capabilities first and then figure out which codes apply. For example, from the AFMS and the AIM, a GNS 430W is PBN/C2D2O2S1. The only piece of information that isn't explicitly stated is that RNP terminal and arrival procedures utilize RNP 1, but since GPS terminal mode is 1nm, that seems pretty obvious. I'm not saying that the FAA could not have made this easier; I'm just suggesting what I found to be the easiest way to figure it out.

I wonder if we aren’t making this more difficult than it needs to be. With the domestic form, we just entered the equipment codes for whatever equipment we had installed in the airplane. It’s really the same with the ICAO form. It seems the difficulty arises from the fact that modern navigation and surveillance equipment has a lot of capabilities, the details of of which may not be obvious to us because we really don’t need to know about them to operate the equipment. However, the capabilities are described in the required AFM supplement, and a bit of study will reveal the them and thus which ICAO flight plan codes to enter. Skip

I think Ross’ original question where he referenced a mechanic stating that any used part required an 8130 is actually more interesting. You A&Ps can correct me if I’m wrong, but it’s my understanding that the issue is that the logbook signoff attests that the aircraft is airworthy and therefore the installed part must be airworthy. If it comes with an 8130, someone else has attested to its airworthiness. In the absence of an 8130, the A&P is on the hook to determine if it is airworthy. Whether a mechanic is willing to install a used part with no 8130 depends on his ability and comfort with that determination. I had a bad WX 900 display unit and replaced it with one I bought on eBay with no 8130. My A&P/IA had no issue looking at it and signing it off. But suppose I similarly replaced my KC 191 autopilot computer with an eBay unit - would he be as comfortable approving it knowing I fly it IFR and it’s a more complex and safety-critical piece of equipment, and he has no way to bench test it? Skip

Here is the rub, I think. If anyone performs maintenance or repair on a certificated aircraft or component, I believe that they have to be authorized to perform such work and they have to certify that after completing the work the aircraft or component is airworthy. The airworthiness certification is by signature in the logbook, or in the case of a component, an 8130. If you open an instrument, you need to be able to test it to certify it is airworthy after you put it back together. Pilots are not authorized to open instruments and don’t likely have the equipment to verify it after the work. Skip

I like to use the "speed factor" which is nm/min: 60 kts = 1.0, 90 kts = 1.5, 120 kts = 2.0, 150 kts = 2.5, etc 2 x SF = nm to descend 1000' at 500 fpm Climb gradient (ft/nm) x SF = required rate of climb. Skip

That might work for VFR (although technology is rendering VFR flight plans obsolete) but for IFR there is additional information in the ICAO format that ATC needs to give you the best routings/service today. This information will be critical once navigation migrates to PBN.

OK, now I understand your point

A lot have had the benefit of transition training from experienced Mooney instructors. I thought it might be interesting to collect the best tip, or most interesting or useful fact or procedure that you came away with. Skip

I think the important point is that only an instrument repair station can legally repair instruments, and it will supply the 8130 to certify that the repaired instrument is airworthy. § 65.81 General privileges and limitations. (a) A certificated mechanic may perform or supervise the maintenance, preventive maintenance or alteration of an aircraft or appliance, or a part thereof, for which he is rated (but excluding major repairs to, and major alterations of, propellers, and any repair to, or alteration of, instruments)...

Early GPS navigators had analog outputs like VORs and there would be a switch to select either GPS or VOR to feed the NAV mode on the analog autopilot. Then with the Garmin GNS navigators, the world went digital and the GPS could output digital steering commands that allowed digital autopilots to fly DME arcs, holding patterns, anticipate turns, etc. S-TEC figured out how to convert the digital signals to analog so analog autopilots could do the same thing. They called it GPSS (GPS Steering). GPSS interfaces to the autopilot HDG mode - when GPSS is enabled, the autopilot follows the GPS track instead of the heading bug. Aspen built GPSS capability into the PFD. Skip

The GTX 335 is 1090ES ADS-B Out only

Of course, FAA maintains the aircraft registry database and could look them up by N number during flight plan processing if it really needs the info. But hey, why not make us do the data entry for them.

The "Other" field is optional. The FAA document does say to do as you state, but I've never done it in Foreflight or Leidos and I've never had a IFR or VFR flight plan rejected for this. Skip