PTK

Talking about vac hi/low annunciator mine started to flash on off recently on the ground. When I increase rpm it goes away. Also when I pull the standby vacuum on, it goes away. It seems to come start to flash at rpm lower than about 1200 or so and goes away when I increase rpm above that. Vacuum pump fail light on standby vac system never comes on. Only the hi/low. This is indicative of low vacuum at those rpm’s but not sure what it means. Never came on in flight. Any ideas?

@Schinderhannes, why are you selling it?

No. It’s not at all about with what or who I or anyone else agrees or disagrees. It’s about learning through reasoning and careful deliberation, constructive criticism and discussion. Exactly what those with a serious credibility deficit want to shut down! The word is “demagogues.”

You, Clarence are a gift and an to asset to MS. One of the very few that I can count on one hand. Thank you for sharing your knowledge, your wisdom and expertise so selflessly.

@flyboy0681, consider the source of these negative comments. Certain individuals on here can't be taken seriously because they simply lack credibility. The op did a great job bringing a bad situation to a safe outcome and posted a video for us. I am very grateful for that. Criticism opens our eyes and provides perspective to things we may have overlooked or never considered. I think of it as “peer” or “performance“ review. Discussion and constructive criticism sheds light and gives us all the opportunity to learn and improve.

@Dialed In, would you happen to have any engine monitor data you can post? Curious if the EGT trace for this cylinder shows any anomaly that is rhythmic. Typically the valve rotates a tiny bit at every open/close cycle according to RPM. This is to keep the seating interface clean and equalize the heat around the circumference of the valve. If there is gas leakage it should show up in the corresponding EGT trace almost exactly rhythmic.

In mine they are abs plastic.

I have not seen any “real” data from independent sources nor studies published in any journal that verifies their claims. Nothing beyond what they say in their ads. They also were sued for deceptive advertising and had to settle a 1 mil $ lawsuit.

In people the only outcome from taking multivitamins and minerals is to create expensive urine. In our airplanes the only outcome of additives is to create expensive oil in the drain bucket. The only difference is the name: in humans we call them “supplements” and in our engines we call them “additives”!

1% of 12oz of magic in 8 quarts of oil is 0.0000047 oz. Actually less than that because it’s >99% mineral oil so <1% magic. That is some powerful magic that deserves some equally powerful imagination!

Avblend is mineral oil. The same stuff that’s in engine oil. The CAS (Chemical Abstracts Service) no. is 8042-47-5 which is mineral oil. Difference is it costs about 43$ per quart! That is some expensive mineral oil to put in my engine! It’s more than 8 times what my Aeroshell 15W50 costs! If I wanted a 4% increase by volume in mineral oil in my engine I could drop some more Aeroshell in it! But why?

@RedSkyFlyer, very glad you and your copilot are well. Great job staying in control and putting it down. I wish you didn’t have to go through this but I’m glad you are safe on the ground talking about it! On preflight when my baggage door is closed it is always locked. Locking it adds a level of assurance that it will not unlatch on its own. It can be unlocked and opened from the inside in an emx. Also if I have to put it down in the sticks or in a rough manner I will unlatch the main door before touchdown so it doesn’t jam.

No avblend and no scamguard, hmm... sorry camguard! The placebo effect theoretically may work for humans but not for an engine! If a person expects a sugar pill to do something, then it's possible that their body’s physiology can cause effects similar to what a medication might have caused. I just don’t see how an inanimate object, i.e. an engine, can feel or have any expectations. Their gullible, hmm sorry... credulous owner may but that’s another story! www.psychologytoday.com/us/blog/how-do-life/201701/marketing-is-evil%3famp

There is no such thing as “just a short trip.” Since when did trip distance have any bearing on midair collisions? I treat every trip as a potentially life altering trip. Because it is! The whole purpose of flight following is improved situational awareness and collision avoidance assistance. Radar is your friend. Flight following...ALWAYS!

The leather cuts and stitching I did live. No precut patterns. I did not cover the back of the horizontal parts of the yokes to allow for wiring. Especially pilot yoke with wire bundle of autopilot controls. The vertical handles are covered fully.

A top quality full grain full grain, aniline dyed leather. I used Spinneybeck.

Yes, we can all agree I hope that a skid in the presence of a stall is bad. How do we put that in pilots’ heads and make sure they recognize not to put the airplane in this predicament?

What you describe and call “uncoordinated accelerated stall“ is, as what I call and said, a cross controlled stall. The lethal variety, i.e. skidding, bottom rudder. We agree, most likely he wasn’t in a forward slip. That’s also uncoordinated but benign. I wish he was, he’d be alive today.

Exceeding AOA as in an accelerated stall, or worse, a cross control stall. Take your pick. RIP. Prayers for his family and loved ones left behind.

I’m wondering about this also. I would like to see and read its chemistry before using it but have been unable to find anything. Not sure if its posted some where. That will shed light into these questions.

Now I’ve heard everything! I thought PVC pipes, tin foil, ziplock bags, etc etc, were bad enough, and now throw in diapers?! Why not! What I do is right after flying hook up the drain hose to the quick drain and crack open the oil filler. Then come back a couple days later and finish the oil change. Not a drop of oil to when I remove the filter. Nice and neat with no mess and no fuss! Patience is the key.

Not as “onerous, and expensive” as corrosion damage!

I think corrosion damage is one consequence of lubrication capacity failure of the oil. The two are connected and cannot be separated. Failure of the load carrying capacity of the oil opens the door and sets the stage for corrosion. Especially in high wear and stress parts of the engine, i.e. cam to tappet interface. The cam lobes are carbonized and very tough. In contrast the lifter is not quite as tough. When oil fails here the lifter is the first to start down the road to deterioration. I am convinced that corrosion is not as elusive a phenomenon or a mystery that some make it to be. It can be greatly mitigated.

I think it has to do with viscosity stability and the load supporting capacity of the oil while in service in the engine. How quickly it loses its viscosity due to shearing of the viscosity improvers. Mineral base multigrades are inferior in that regard and as a result their load carrying capacity diminishes quicker. The viscosity of semisynthetic Aeroshell 15W50 changes much less than mineral based. This combined with its higher thermal stability greatly slows its degradation. This results in superior load supporting capacity longer. These properties are because of the synthetic component. Combine this superior oil with frequent changes as prescribed every 30-35 hours or every 4 months results in a very happy engine. BTW I am convinced that the traditional 50 hour oil change is too long. It should be more like 30 hours or 4 months.