201Steve

@Echo I have been known to poke fun at misunderstandings and otherwise inappropriate circumstances , including my own. I’m just another bozo on the bus just trying not to take life too seriously. my 77J dukes is also a 2 wire motor.

lol I don’t think he’s listening. Maybe if you say it a third time.

Food for thought, I had an intermittent issue with gear going UP. I tapped on the contactors and voila! It went up! I replaced both for good measure. And then, it still didn’t work right. Long story short, the light tap of a hammer in the general area created enough vibration to break loose the real problem, that turned out to be a limit switch actuator. YRMV.

I don’t know much about chemical interactions but carbon breakdown is its primary use and design.

I’ve wondered why it hasn’t been discussed more. It’s a staple in the auto world. Pretty similar, is a petroleum product you can put pretty much anywhere.

Anyone suggesting a more up to date radar isn’t useful bc it’s only strategic and not tactical….. ok so what’s your preferred delay? lol. Crazy talk. The closer to real time the better. it would be great if they would make a remote antenna. I guess the unit technically is the antenna but they could separate the guts for more in a “mini mini” version. Not loving the idea of on the glare shield. Cirrus was way ahead of its time when it installed the top window in the back. heck I pay $60 a month for my crappy dsl internet at the hangar. Will be dual purpose if I get the star link rig. Pays for itself!

And funny cat videos

What service level? I heard you need the $250 /month variety for it to work at high speed.

This is an interesting topic and one I’ve been wondering about myself. I’ve been seeing larger than usual spotting in the hangar out the breather tube. Oil consumption is less than stellar somewhere in the 3-4 hours per quart range, oil analysis shows consistently high chrome, but Boroscopy hasn’t revealed any smoking guns so I haven’t worried about it too much just waiting on any further signs of distress. “Compressions” as the alt test that could isolate one cylinder hasn’t pointed one out. Gosh if we could just have a looksie at rings and cams without major surgery we’d nearly put the forums out of business bc there would be nothing to talk about. Haha. Air cooled piston aircraft engines are just a perfectionists nightmare.

We could get really philosophical. I find that there is about 10-20 hours per month for me that I ought to fill with something randomly useful. Airplanes, yard, house, car. Any more than that and I’m breaking into my own piggy bank and I’m better off paying someone else. Any less than that, I’m probably being lazy. It really serves as a change of pace, using different “muscles”, that refreshes me for lucrative work. But I don’t disagree with you. Some people are better off spending 50 hours a month being productive because they wouldn’t use the time to generate income anyway. Everybody is different. But, restoring an airplane is ALOT of time, so you either better enjoy it or simply have nothing better to do bc it’s way better value to just spend marginally more money on an active airplane. In my useless internet opinion, anyway.

It’s weird to me that people say, “if your an A&P or know an A&P who’d be willing to work with you…. It could be a good value”. My time isn’t free. I can work on my airplane with my time, or I can use my time to generate dollars. You aren’t getting a deal committing huge amounts of time to something. You are paying for it with your time, which could easily be used to generate money somewhere else. I do owner preventive maintenance a lot on my airplane. I do it for 3 reasons: I enjoy it, It’s less effort (we don’t have many available shop options close by), I become functionally more familiar with my airplane (and thus, safer). It has very little to do with being “cheaper”. It’s not.

Also concerned about this. All the others I’ve seen have been goofy looking when installed bc they are so long.

Me too. But I’m not as chicken about it at altitude. So, I pay very close attention to how much fuel, in gallons, remains in each tank. Im doing math with the fuel totalizer and backing it up with expected burn. I practically burn one dry before I start my descent. I’ve never gotten below 2-3 gallons and thus never had a pressure drop or sputter, but the conservative math I use shows I’m right on the edge. Then, when I make my final tank switch, I have a pile of gas in the active tank which will be the one I approach and land on. My fuel flow meter is out of adjustment by about 4 total gallons over the full 64 gallons, on the conservative side. Adds a little more margin and probably why I’ve never ran one dry. the cirrus I fly is calibrated perfectly, down to the decimal.

As has often been pointed out, not having to stop for gas is the best speed mod. If I’m by myself and the weather isnt crap near destination, I can really stretch it out. Pee bags and snacks, good to go. I have a bad lower back but for whatever glorious reason, it does not bother me sitting in my airplane. It’s a real serendipitous suprise actually. In the car I’m aching after a few hours. I’ll accept a lower airspeed, around 140 deep LOP around 8.5GPH bc going 160 and stopping for gas is still slower. sucking on O2 really helps too. Even if staying at 7-8k

I did 800nm in an 18 Kt headwind, 6.5 start to shutdown, had 12 gallons when I landed. friend did 850 from KOSH to near Jacksonville FL last week in a J if the winds are right, 1000.