Pinecone

https://www.inogenaviator.com/products

AFAIK the switch from vacuum to electric speed brakes is removed all the vac parts. Installing the electric speed brake capsules and running wires. Mine were done after the last paint job and there is no visible indication of modifications around the actual units. Precise Flight states the electric speed brakes are 9 pounds. I suspect the vac ones, even without the vac pump, are more. You have the bellows and the linkage.

The thing I found most useful is the articulated arm. https://rammount.com/collections/socket-arms-b-size/products/rap-b-200-2u With this, I run the arm under the yoke, and then tilt the top away, so when I look down, I am viewing the screen at 90 degrees. I will get a picture later.

The problem is, look at the antennas they show for that level of service. The small units for aircraft use are VERY low data rates. Not sufficient to do most any internet based access. More like texting only.

I already checked there, to try to figure out how the hour meter in the plane worked to record time. It is driven off the tach at a rate proportional to the RPM. But even that was hard to find. The actual RPM for 1 hour tach = 1 hour actual is not in my POH

To REALLY learn about running LOP, take the APS seminar. That is from the horse's mouth on LOP operation. Much of what you read posted is 3rd and 4th hand. And like anything, the more people it passes through, the more garbled it gets. https://www.advancedpilot.com/

I went back and read the whole thing. He still doesn't prove a step. He just points out that at high altitudes it helps to accelerate by climbing a bit higher and then diving to get to the cruise speed. The same thing can be done by leaving climb power on, leveling off and letting the airplane accelerate. MANY other people have done actual comparison tests that show there is no step, but that it can take a while to accelerate to your final cruise speed. His scientific method is lacking. We did this and this happened. Without testing other ways to accomplish the same thing. There is a corner situation where the power available is so low that climb power and cruise power are the same. But that only occurs near the service ceiling. The U2 at 80,000 feet is getting into this area. Plus the "coffin corner" were the stall speed and Vne are very close.

I will evaporate over time, even through the cork. So drink it.

IIRC, an Imogen will supply two people.

Do you have a link to numbers? I was looking just a couple of months ago

The number for the TSIO-360 seems to be 13.7

I looked at the Iridium product for aviation, but the data rate was slower than dial up modems.

Did you look at the number on his chart? Do you think you would notice being 60 knots or so slow???? What he is saying is correct. But it is NOT "the Step." The Step is a few knots.

The "conversion" of the speed brakes to electric is really just replacing them with the electric ones. So costly. Luckily my plane was done before I bought it. I did not know until looking through the paperwork and found the STC for the electric speed brakes.

Discussed on page 2 of this thread. Yes, hemoglobin has a high affinity for CO than O2. Reduce the O2 and it makes things worse.

What do you have now? MANY combinations that work. One consideration, do you have speed brakes? The factory install are vacuum operated. So to get totally rid of the vacuum system, you would need to convert them to electric. Which is not really a conversion, it is a full replacement. My vacuum system has been removed. I have an Aspen 1000 and a Garmin G5.

The bulk of G100UL can be made at virtually any refinery. If you wanted to get into the fuel supply business, you could even just buy it from them. As well as the other components.

ALL data systems are capacity limited. Fiber, cable, RF based. Even the major internet backbones have a limit. The question is, is that limit causing issues. For aviation use, the data rate would not have to be that high, per aircraft.

Until the flow in the intake, at its narrowest point, goes supersonic, the flow will increase. But it will not be linear beyond some point.

Hmm, several sources state that full takes helps keep the tank sealant moist and sealing. I may not fill both tanks, but I tend to fill one, alternately.

He is right, but that is NOT the step. The step is a few knots more. You would almost have to pull the power before leveling off to see what he is talking about. At 55%, he is talking about 80 knots difference.

1) G100UL does have a "brew." Just like 100LL, there is a light fraction to provide enough vapor pressure so that it will start in the winter. That fraction would evaporate before the base alkylate. 2) ALL the components of G100UL can from just about any refinery. They just have to adjust their factionation points to produce the proper alkylate. The rest is normal stuff. 3) GAMI did a 3+ year test with sealed and vented barrels in FL. The fuel was fine after 3 years. 100LL is specified to have a 1 year shelf life, even though it does last longer. 4) Car gas is not a "witches brew" be mixing, it is just a less critical cut of the distillation process. Just like ethanol to be mixed into auto fuel is not as tight a cut as ethanol intended to be a fine whisky.

Even running Top Tier gas, I find a bottle of Chevron Techron every so often keeps my gas mileage higher. No Chevron stations around to just buy the gas with it in it. In the 90s, we put 349,000 miles on a Jeep Cherokee. We keep records every fill up. Gas mileage would start going down (filled with whatever station was handy or cheap), I would fill up with Mobil Premium. The gas mileage would go back and stay up for a while. I wonder why nothing like Techron for aircraft????

No and no.

Thanks. I called, he was not at his desk, so I emailed.