Pinecone

Problem is, you cannot compare their numbers with another labs numbers. Unless both labs participate in the same QC program. That is, there is a certification entity that sends out identical samples to all the participating labs and then rates their performance based on the testing of that standardized sample.

I go through Parker @Parker_Woodruff at Airspeed. I am insured with Star.

The Monroy tanks change that, as there is fuel in the Monroy segment before you reach 30 gallons. So at some point, the wing gauge will read less than the actual fuel, even though it is showing less than 30. I calibrated some dipsticks and the wing gauges. When my wing gauges read 30, I actually have 37.5 usable. At 30 gallons usable, the wing gauge reads 24. But the sight gauges are always a bit off. At 17 on the gauge, I have 20 usable. The good thing is, I always have more than the wing gauges say.

No. LOP you will make the same power with the same fuel flow. No matter what the RPM and manifold pressure. For my turbo engine, 13.7 HP per GPH. ROP does not work that way.

True. And when I get to the point of doing the prop swap, I will be OK with an MT unless Hartzell gets off their rear and gets the prop out.

Gatoraid is high in sugar and too high in electrolytes. When you drink it, the body may try to dilute it in your stomach. And that pulls water from the body. I did some training for the SCCA flaggers at a local track. the prior year, they had dropped 9 people with heat stress issues. Interestingly, 8 out of the 9 occurred within 45 minutes of drinking a Gatoraid. If you drink Gatoraid or other sports drink, drink some and drink a equal amount of water at the same time. Then drink about 3 - 4 times that water before more sports drink. You really only need electrolyte replacement when you are sweater. You do not lose electrolytes through respiration (altitude/dry ait).

The thing I don't like about bottles is, you can spill them putting the cap back on. Travel John, and similar, use a material in that that converts the liquid to a gel, so no spilling. And it also reduces the odor. And it also VERY unlikely that you will pick up the wrong bottle and take a mouthful.

BIG difference between metallic lead (sinkers, soldiers, bullets) and soluble lead. Metallic lead is not skin absorbable. You need to ingest or inhale it. Soluble lead compounds, like TEL in fuel is very skin absorbable.

Not necessarily anything, but definitely most solvents penetrate the skin in minutes.

At least in the USAF for fighter/attack aircraft, there is a gear down call every landing. I know I always did a quick glance at the gear handle when making that call. Also, at most places, you have a qualified pilot at the end of the runway with binoculars, radio, and a flare gun checking for gear down.

LHS us $1165. So not many thousands. Even with 6 hours for install, it is under $2000.

I have no issues removing the oil dipstick on my Lycoming powered CAP-10. But I don't over tighten it. I do occasionally fly rental or CAP aircraft with Lycomings, and they are typically over tightened.

I have LEMO and GA in for the front seats in my Mooney. I have a LEMO to GA adapter for other airplanes, but typically my DC One-XP headsets just stay in the Mooney. I have a couple of passive David Clarks for my CAP-10 and other aircraft. And one passive stereo DC for a back seat passenger in the Mooney. The rear seats are wired for GA only, but stereo.

I thought the filler neck was supposed to be safety wired

There are something like 7000 Mooneys registered. But unlikely thousands flying on G100UL, as it is only available at two airports in CA. But it was tested for years in wet wing airplanes. Possibly in this case there had been patches make with a marginal sealant in the past.

I will post a picture when I get home. On a cruise, so hard to get to my hangar now.

The last price I got from AeroComfort was $18,000. But, that requires that someone remove the interior, ship it to them, then reinstall it. They no longer offer those services. There are a number of local shops around the country that do aircraft interiors. I used Roberto's Aircraft Interiors, now located at New Garden airport (N57) in SE PA. He did nice work, for a lot less than AeroComfort. Mine was done during an avionics upgrade, so my airplane was not at his shop. So it was not a priority for him. He replaced the poster board and other backings with Kydex. All materials have burn certs. My local FBO quoted about $12K for an Airtex interior install, including the Airtex interior. They would remove, repair and paint all the plastic parts.

The problem is, if you don't know the source, you don't know if this is a no worries or BIG worry. A leaking O-ring, that is just a few drops, can fail and dump out a lot of oil. Personally, I want to know where the leak is. I am now a huge fan of the UV dye. Clean off the engine, add the die, do a short engine run, then go over the engine with a UV lamp. Oil leak will be obvious. Picture is of a suspected rocker cover leak that wouldn't stop, but turned out to be pushrod O-ring. Last flight, it put about 1 quart overboard in a 30 minute flight.

I carry one of the aux handles to loosen Lycoming dipsticks. Most people over tighten them. https://www.sportys.com/dipstick-removal-tool.html?srsltid=AfmBOor0mNxEo06Gh9uWfYMHuUxjFnKVxr-sonrkvtyLfNlVCLMUYbjf

I have whatever was removed from my 252

Aerox is in FL. Owner flies a J. I also hear the Jimmy Garrison can help getting a cylinder.

Mine are easily visible through the window. So any time I think about moving the prop, I just look

But the toggles look cool and chicks dig them. Can't say they are great fun.

Probably. The amount of space remains the same, it is just where it is.

Not really. Check Mag switches, take 2 seconds. Grab placard, place on dash, 5 seconds. Check switches again, 2 seconds. Also, with toggle switches, easier to see if you left a mag Off after start or mag check.