Greg Ellis

https://youtu.be/Ac7G7xOG2Ag?si=5DWOdBOJfCUKjv4h

The talk about Blaupunkt reminded me of an exchange in the movie Robocop: Lt Hedgecock: What kind of car, Miller? Miller: Something with reclining leather seats, that goes really fast, and gets really shitty gas mileage! Lt Hedgecock: How about the, uh, 6000 SUX? Miller: Yeah! Okay, sure! What about cruise control? Does it come with cruise control? Lt Hedgecock: Hey, no problem, Miller. Let the mayor go, we'll even throw in a Blaupunkt! Miller: Lieutenant, don't jerk me off! When people jerk me off, I kill them! You wanna see? Classic!!!!

@hammdo, just more of a curious question. What is your reasoning or thoughts behind the HSI being the top G5 and the attitude indicator on the bottom? I have mine in reverse order more like a normal 6 pack would be. Just curious what your thought is on doing it that way. Thanks.

Let me add, I just noticed that Aeroshell Fluid 41 is 5606H but which one is correct or are they all compatible? My 5606H is Phillips and they don't seem to have it anymore. Thanks.

I have a 63 C model. They share the same fluid for both the flaps and the brakes. What is the correct fluid? I have and have used MIL-PRF-5606H but I cannot seem to find that exact one now. I have found MIL-PRF-5606J and 5606A but no H. Are they all compatible and which is the correct one for my 63 C model? Thanks in advance for any help.

I think I agree. I just do not see a price that this thing will sell as one piece. But, it does seem to have some possible parts that would fetch some money. For instance, the whole control yoke complex for someone with an older model wanting to upgrade to newer style yokes. The interior seems to be in okay condition even though it looks like the carpet is missing. The prop may still be okay (0 time but sitting outside for a long time) etc, etc....

Not a clue and nothing was offered up by the A&P. The cylinder was actually running nice as well. Never got hot on the engine monitor. At annual which was in February it had a lower compression in the upper 60's and the A&P mentioned it. Lycoming recommends if in the 60's to continue to fly it and monitor it so that is what I was going to do. So something happened between February and July.

Here are photos. The piston looks bad.

Oil consumption went up drastically but I am not sure where it went because the belly was clean. I flew for 45 minutes and went through a quart of oil.

Yes. RPM. Was normal.

Would anything show up on an EDM 900 with a cylinder that has two broken piston compression rings? Plane flew fine but had zero compression on a cylinder with a compression test. When cylinder was removed the piston rings fell in pieces onto the hangar floor. Forgive my ignorance if this is a stupid or obvious question.

@mooniac58 Seems like the spam is back with a vengeance at least in the general forum.

To get my airplane back in the air as quickly as possible, I just ordered two new Superior Cylinders from Aircraft Spruce and received them the next day. Didn't even have to ask for next day shipping since they have a warehouse locally. Mechanic installing them this week. They have them in stock at least for an O-360-A1D.

Wasn’t quite sure where to post this but any tricks on separating parts of the exhaust at the various joints? I’ve got one that is stuck together and cannot seem to get them separated. It is at the joint where the horizontal part of the exhaust curves up to go into the #4 cylinder (O-360). There is a joint there but it is stuck together tight. I tried to see if some mouse milk would wick in the joint but no luck. Any thoughts? Thank you.

They do have the option this year of requesting the North 40 or the South 40 by the use of a sign with either an N or S on it. But as @KSMooniac stated there are no guarantees and the earlier you arrive the more likely you are to be granted your request.