A64Pilot

I didn’t read the accident report, but there are runout limits for the crankshaft flange if Lycoming, they can be found here https://www.lycoming.com/sites/default/files/SSP-1776-5 Table of Limits - Complete.pdf I attached the applicable page, but new run out limit is .002 inches and i’m service .005 so anything above .005 means the crankshaft is scrap.

In the Army I kept a hundred ft or so of parachute cord in my DidiMao bag, if your in a survival situation good cord can be worth it’s weight in gold.

Look at the top of that chart, and explain why not run the multi-vis oil? From an engine perspective it wants the lowest viscosity oil that will maintain good pressure, the reason is the lower viscosity oil will have a higher volume of flow and oil does more than lubricate, it’s a coolant for pretty much anything that moves in an engine, the higher flow rate will cool bearings and the cam etc better. The highest loading / most stress is the cam / lifter interface. it’s steel to steel there bearing material wouldn’t survive. The advantages of multi viscosity oil go far beyond just having oil pressure sooner on start up On edit OAT is at best an inaccurate way to determine proper oil viscosity if your going to stick with a straight weight oil as of course an engines oil cooling capacity will vary greatly between airframes, but it’s about the only way you s make generic recommendations

IF you have the right charger it will charge even when operating at max brightness, forget the name of the charger but it uses the mini not standard usb cable end, newer mini anyway USB-PD I think it’s called

I flew Young Eagle kids once in my Maule, I too started thinking about the liability and decided it wasn’t worth it, sad really because unless Dad flies, kids don’t get any exposure anymore with Airports locked down etc. ‘Coming off of the Sailboat the electric wrist bands do help the Wife, Dramamine even the non drowsy kind knock her out and don’t really work well, but Stugeron (not available in the US, but can be had from Ebay) works outstandingly well, with little if any side effects, Stugeron is used in the rest of the World and has been available for a long time. It’s an antihistamine like Dramamine is. Obviously any Crew should not take anything. but the bands I’d assume are safe even for Crew.

I have whatever the latest mini is, I’m on a big pro now, which is in my opinion too big for the airplane. I’ve never bought a Cellular IPAD always used bluetooth GPS, currently using a Garmin GDL-39 that’s connected to my 696 that’s panel mounted. Many years ago I ran Chart Case on a Motion tablet with “view anywhere” display. That’s the biggest drawback to an Ipad in my opinion, the display isn’t as bright as many consumer electronics, nor is it glare free. The Motion tablet had a much better display than an Ipad, whatever that’s worth. I’ve never seen a performance difference running EFB apps like Foreflight on an IPAD, but I’m sure there is some, If all it’s going to do is run foreflight etc, you don’t need much memory, it’s videos and pictures etc that eat memory

Used to be the way to Cuba was via the Cayman’s, take a Commercial flight to Cuba. Short flight and not expensive. It’s the US you need to worry about, if they can show or believe you flew to Cuba the punishment is pretty tough, and there is a tethered balloon in S Fl that will track you whether you have a transponder on or not, whether they choose to prosecute or not I don’t know, but they track even private boats, a metal airplane is easy. You showed Cuban immigration your passport, but don’t let them stamp it (they know the deal) instead they stamp a loose piece of paper, then you have an entry stamp that can disappear, but don’t show backup in the US with a Cuban entry stamp in your passport, CBP won’t be pleased There were three IFR corridors over Cuba that I assume are still there. I had heard but cannot verify that if you had an emergency and had to land, you may loose your airplane. US State dept inadvertently messed up me overflying Cuba in a Thrush, they were overflying and at 9,000 ft or so on an IFR flight plan saw another aircraft so the pilot logically pulsed the smoker so he would be seen, that quickly of course became the CIA was spraying chemicals on the Cuban people of course and no more US crop dusters overflying Cuba.

Unfortunately Mobil chose to use a PAO base oil, and PAO is excellent oil with many great virtues, but it doesn’t dissolve lead like group 3 and less oils do. Mobil -1 could have “fixed” the problem with an additive, but chose to just bail as the exposure wasn’t worth the small profit to be had. However the meaning of “Synthetic” doesn’t mean much anymore, not since Castrol started selling group 3 oils years ago and calling it synthetic, which most will agree that’s it’s not. So many manufactures advertise synthetic or synthetic blend, for oils that really aren’t. So the Lawyers have redefined the meaning of synthetic, sort of I guess like it depends on what your definition of the word, is, is. I cut pasted the below from Wikipedia, I’ll give you the link too. In 1998, Mobil sued Castrol over the discovery that Castrol was processing conventional oil and calling it synthetic. At the time, Mobil 1 was still created using a true synthetic basestock, which is more expensive. Mobil lost the lawsuit, and, as a result, the "new" definition of 'synthetic oil' became much looser. In order to stay competitive, Mobil needed to downgrade their process to the more affordable process. The result is a hydrocracked, hydroisomerized conventional oil. Lubes N' Greases magazine has reported shortcomings in the ability to pass the tests that the original Mobil 1 formula was able to.[3] https://en.wikipedia.org/wiki/Mobil_1 Strange thing was many especially Lycoming customers had great results with the Mobil oil. and some had really bad issues with it, it’s likely that the engines with higher blow by and oil consumption were the ones with the worst problems. Many engines with higher oil consumption and blow by make good power and last a very long time and other than feeding them a little more oil they are just as airworthy as ones that burn little oil. so I am not inferring that only old wore out engines were the ones with problems

Cave diving in dry suits were wore a condom Catheter, plumbed to the outside of course. (Hands free)

The problem with owning a TC is that without a Production Certificate what you can do with it is limited, you may have the rights, but lack the capability.

What you posted can be done for far less. In my opinion unless you bought a very unusual airplane but buying a good buffer and learning how to use it and buffing and polishing is your best return on your money, largely due to sweat equity. ‘My advice is do nothing beyond cosmetic things, fly it for a year and I bet lunch you’ll find out that most of the “must have” upgrades you will read about you can do without and really won’t miss them. Take that money and start building a fund to cover unexpected expenses, these airplanes are old and often require more attention than say a three yr old car

I bet a completely opposite view, but it’s mostly from the actual oil manufacturers themselves so not as legitimate a source I guess https://www.aviationconsumer.com/maintenance/the-oil-argument/

There was also a ejection as well as this crash, another F-16, I’m looking for that. I head about it in Germany so that would have been early mid 90’s? https://www.latimes.com/archives/la-xpm-1991-03-23-me-542-story.html

That’s what we had in our survival vests in the Army, looked sort of like it had a yellowish sponge in it, but I think it was like a baby’s diaper in that it turned out a gel. I used to keep a ziploc bag in my shoulder pocket of my flight suit, just come to a hover and toss it out to dispose of it. I know littering.

Your correct in there Multi Vis oil is the lower weight oil with viscosity improver additives to keep it from thinning out at higher temps, temps well above what we run at. Also the VI additive package is among the first additive package to break down in oil, but it should last well beyond 50 hours before it begins to break down, and I rarely make 50 hours as I usually only fly 100 a yr and change oil three times a year, and I think I’m common. Some I suspect change at 50 regardless of how long it takes to get the 50 though. Any oil that’s going to drip off of a cam will do so soon after shutdown while it’s hot, multi vis oil doesn’t thin when it cools, it’s viscosity should remain the same, however straight weight oil will thicken as it cools, so at say room temp straight weight 50 is much thicker than 15W-50. Beside the cost. I can’t make a case for not running multi vis oil and I don’t live where it’s cold.

ANY GA aircraft will take off on its own if the trim is set to, there is no negative angle of attack or other force that must be overcome to initially get one off of the ground. I pull back pretty heavily, pretty much full up initially until the nose wheel comes unstuck and then hold it off by slowly releasing back pressure until she flies. Pretty much a soft field technique, but I’m coming off of grass, and all nose wheels are inherently weak, and taking the weight off of them on a field that may have a hole etc is not a a bad idea. ‘If I flew off pavement, I’d likely do the 5 lb method, which is pretty gentle, but gets it flying quicker than letting her fly herself off.If your having to horse the thing into the air and hold back pressure to climb, then your trimmed too much nose low ‘Simply put, trim sets an airspeed, say 85 kts for example, power above required to maintain level flight at trim speed and the aircraft climbs, less and it descends, speed will vary some, but should remain about the same. Bottom line after takeoff and in the initial accelerating climb, very little force on the yoke should be required, now when gear and flaps come up it’s normal to need to trim nose down as the center of lift moves with flap retraction

You are indeed a lucky man, even in race yachts with professional crew, going overboard usually amounts to a lingering death. On a Cruising boat crewed by a Retired couple, it’s almost a certainty. It sadly not at all uncommon for one to suddenly realize their partner just isn’t on the boat anymore.

I don’t remember mine having them, but I never had to use them either so I don’t know, I never thought about it until this thread, mine were primarily harnesses for jack lines, if you go overboard in bad weather on a Mom and Pop crewed sailboat, your most likely dead. I had AIS SART transponders on ours so we could at least be found. AIS is sort of the marine equalivent of ADSB, just no ground stations it’s just one boat to the other. The SART would set off an AIS alarm that would wake the dead and show you as a target on the screen. just steer the boat to the target, something that’s a lot harder to do in a sail boat than it sounds like.

From Garmin’s own forum, https://forums.garmin.com/outdoor-recreation/inreach/f/inreach-mini/155452/inreach-vs-plbs The PLB also transmits at a much higher power output. A PLB transmits on 406 mhz and contacts the Compass/Sarsat satellites directly. The Compass/Sarsat exist for Sarsat that is their purpose. A Garmin inreach uses the Irridium satellite system, There is a reason why ALL EPIRBs and 406 ELT’s contact the Compass/ Sarsats and not Irridium. https://forums.garmin.com/outdoor-recreation/inreach/f/inreach-mini/155452/inreach-vs-plbs If you have ever used your Garmin, then you know that’s it’s pretty common for it to not connect first time, however it will continue until it does make contact, just sometimes takes a few minutes. If memory serves mine made a phone ringing sound and would do that every now and again, and make a different sound when the message was sent. Now your in cold water trying to hold this thing up until it makes contact, your better off with a PLB, actually an EPIRB but I doubt many would go that far

I understand how they work and that the cylinder and auto inflate is replaceable. That’s not the point, when I was trained at NAS Jax years ago they were very adamant about not inflating your water wings until after you were out of the aircraft, if you inflated them inside, then it’s likely that you could trap yourself and not be able to get out. Autoinflate is great for a yachts, I had them on ours, but not so good in an aircraft, now while airplane do certainly float better than helicopters, airplanes can sometimes end up on their back with the cabin under water.

Often a local tow truck is called. and yes, you had better be there to control things, cause they have no idea what they can hook to and cannot.

it’s going to vary with CG, but with just people in front my trim is above the mark. I disagree with holding the nose down after landing though, I hold mine off as long as possible for aerodynamic braking, and having more tail wheel than tricycle time not holding the yoke aft all of the time just feels wrong. I’ll relax pressure I was holding up after landing, but never push. In my opinion take off trim is correct when if left alone the aircraft will takeoff and climb at the correct angle all by itself

If you have to bad enough, you can pee in a coke can, trust me

In the military we use to thin B2 with MEK on a regular basis, seemed to work fine. ‘After the military I learned about A2, now instead of thinning B2 I just buy A2.

I’ve had a little John forever, rarely use it, but carry it. We removed piss tubes from Army aircraft in the 80’s, reason was corrosion. Depends? really?