Pinecone

Any pictures of it in action?

You can just push the flap with your finger to look in. You can dip the tanks also. Just push the flap down, inside measuring device and measure. I did an article for Mooney Flyer in fall 2022 about how to calibrate your dipstick and some options. My favorite now is the short Universal Fuel Hawk. https://www.aircraftspruce.com/catalog/pspages/fuelhawkuniv11.php Or, if you want a more precise reading the Fuel Stick. With the fuel stick, if you send your calibration numbers and they will send you a file that is customized to YOUR plane and reads out in Gallons. https://www.sportys.com/fuelstik.html?utm_source=google&utm_medium=cpc&utm_campaign=&creative={AdId}&device=c&matchtype=&gad_source=1&gclid=EAIaIQobChMIlsuBqtS0iwMVq1xHAR3swTn6EAQYAiABEgIbffD_BwE

I did the course last summer. Well worth the time and money. I may do it again to refresh some of things I don't do often.

They won't sell me GAMIjectors. I have tried. My spread is too low. TSIO-360-SB

I doubt that happens. Air takes the path of least resistance. But having dry air in the engine should remove moisture due to diffusion.

Are you sure you are talking about ACF-50 and not BoeShield? ACF-50 is like water and wicks. And wicks out of seams for a LONG time. Boeshield leaves a waxy protective coating with little wicking.

I wonder what the actual air path is inside the engine.

The pictures used to support the AD seemed to be in the range of, that looks BAD.

If that was my engine, I would fly it, and continue to monitor. And borescope the cylinders each oil change. With a couple of cylinders low on compression, if they are still low the next oil change, I might try a ring flush. Oil analysis is not about sudden failure in the near future. It is about seeing small changes to address early before they cause more damage.

I had an 830 in my plane for a while. I had to set RPM redline to 2610 RPM, and I would get a warning light at 2600. Same for boost. For CHT with my current Garmin EIS, we set a Yellow Arc from 380 - 450. So I get some warning.

I don't agree that they ALL need to be changed ASAP. AFAIK ones that failed (cited in the AD) would have failed a reasonable inspection.

or @George Braly

Hmmm. Weather is the big thing. He averaged 262 knots ground speed, so about a 100 knot tailwind for the whole trip. My 252/Encore has the Monroy tanks, and run LOP at 75% power, it would be very close. So even a single 25 gallon tank would be nice. And the more aft CG would help. O2 would be no issue, as a built in system with the 115 cf tank and an O2D2 would be plenty of O2. A Starlink would be nice. And then you could stream the whole trip. Might need to get them as a sponsor, as their $250 a month plan only works to 250 knot GS. And the next step up is a $2000 plan, but not sure if it will work with a mini antenna. Oh, would also have to get registered to legally enter the FRZ in DC and work out being able to land at DCA.

Answer, it depends on how old the volcano is. Some still have lava. But lakes are pretty common for the older ones.

Check out the Montgomery County stores sales listing. A lot of times they have some very nice bottles at a great price. https://www2.montgomerycountymd.gov/abssearch/default.aspx You can fly into GAI, have @jetdriven work on your plane and go liquor shopping. BTW, where is your family located? I am more of a Scotch person. My local liquor store has a nice select, close to 0W3. There are also a few stores in DC that have an amazing selection. I think it was Barrel House that had a whole wall of Ardbeg. I barely escaped with any credit left. I do not shop at Total Wine. The owner is extremely anti 2A.

Can you burn UL94? I can't. Edit, nope, M20E is not listed on the Swift site. So great, the world does to UL94 and your airplane is now worthless and not flyable. Most 200 HP IO-360s can't. My 180 hp AEIO-360 on my other airplane was originally certified for 91/96, so can.

I only have an oil sump heater pad. I am in an unheated, uninsulated hangar. But with only the sump heater and an insulated cowl cover and cowl plugs, everything under the cowl is warm. I put a remote thermometer in and the space was heated to over 60 degrees. And the cylinders were warm to the touch. Starting was simple and quick.

The issue was the plane was outside and multiple pilots. There was power, but the big issue was the sprayer needed to stay in the plane so accessible to everyone. If someone had wanted to spend the money, we could have put a cellular switch on it, and put it in a dock box, so anyone could turn it on the night before they thought they might need it. But a bunch of CBs

Modern auto oils have LOTS of acid neutralizing additives. Look at the recently linked video on oils and see the TBN (Total Base Number) for the various ones. Auto oils are over 10. Aircraft oil is around 0.5. I am not sure why aircraft oils can't have a higher TBN, as we have acid problems in our engines. I had not heard of cam spalling in normal passenger cars. I thought that the roller lifters were to reduce friction and increase fuel mileage due to CAFE standards. Like the 0W-20 oils. My race car is powered by a 1991-93 Ford Escort engine. It had roller lifters. You can still do cadmium plating, just have to jump through EPA hoops. I looked at getting the main spar attach bolts for my CAP-10 cad plated, and found a couple of shops, but lead times were in the several month range.

It doesn't have to work. The recording media just needs to be recoverable.

Heck, with the price of the auto clamps, I could live with replacing them ever 100 hours or some interval.

I left my wingtip halogens alone. If you change them to LED you have an issue with the annunciator (Gear Down) dimming. There are work arounds, but considering how much of a PITA it is to change the bulb, and you may need to change the socket AND do the work around so the Gear Down is not dimmed all the time.........

Many of the portable boxes work with Fore Flight also.

Because if you want nice stuff in NoVA, you go across a bridge to DC or MD and buy it there. Better selection and cheaper. MoCo in MD has county liquor stores, that have some nice offerings at a good price. But there are also independent liquor stores.

You must not have seem the myriad of posts from people about the cost of the STC to legally use G100UL. And that is less than $1000 for any single. And no airport was going to spend many tens of thousands to put in a separate tank to supply G100UL, as long as 100LL is available. And even if they did, most pilots would not buy it, because of the STC cost plus the extra $1 per gallon cost. Yes, a full up panel upgrade is $100,000 or so. But you are doing something with tangible benefits to the ease and safety of flying. And even so, go look around your airport and see how many planes still are flying with vacuum 6-pack with a 430. A new engine burning Jet A does not do that. A new fuel allows us to keep flying our planes with little incremental cost. Another point, most of the Jet A burning engines, there is no overhaul. You buy a new engine. So now you are another $100,000 versus $50,000 for an overhaul I would love to be flying behind a Jet A burning engine. But I am not holding my breath.