PTK

Excerpt from Shell Aviation product technical details... “Mineral Multigrades Mineral multigrades use a light weight mineral oil (the same as a light weight monograde oil), but include an additive called a Viscosity Index Improver. The best way to visualise this viscosity index improver is as a long chain molecule which curl up like a ball of string when cold, but then uncurl as the temperature increases. Thus when an oil is cold, the presence of the viscosity index improver has very little effect and the oil flows well as the base oil is a low viscosity oil. As the oil heats up, the viscosity index improver uncurls with the effect that it tends to restrict the motion of the oil, or 'thickens' it, which to some extent counteracts the decrease in viscosity of the base oil. This enables the oil to support more load than would otherwise be possible. However the viscosity of an oil which contains a viscosity index improver depends on the rate is made to flow (or sheared). It may decrease rapidly if the oil is sheared rapidly, and this decrease can be temporary or permanent. A temporary loss in viscosity develops when high shear rates (which frequently occurs in engines when one surface moves quickly past another) force the large viscosity index improver molecules to align themselves in the direction of flow. More seriously, a permanent loss of viscosity may occur if the shear rate is sufficient to physically break the large molecules into smaller units. This can happen in oil pumps and the like. Both of these scenarios reduce the oil's viscosity and therefore the load carrying ability. The vast majority of 20W-50 aviation multigrades on the market are mineral multigrades. Semi-Synthetic Multigrades Semi-Synthetic oils use a blend of mineral oil and a synthetic hydrocarbon oil. Due to the naturally high viscosity index of the synthetic oil - it's viscosity changes less with temperature when compared to mineral oils - there is no need to add a viscosity index improver. Another advantage of using a semi-synthetic oil is that the synthetic component of the oil has a higher thermal stability and therefore degrades at a slower rate than mineral oils. This leads to the oil both performing as an effective lubricant for longer and also producing less acidic compounds, the byproducts of oil degradation, which in turn reduces the risk of acid attack in the engine.“

An existing GNS in the panel is a depreciating asset continuing to provide its owner free cash flow! Why give that up? Garmin helps tremendously by upgrading it, renewing it, factory certifying it and continue servicing it for under 5 grand! The unit gets a fresh new look. Among other things it will get a new faster microprocessor which enables upgraded software and improved graphics and advanced terrain database. You'll be hard pressed to distinguish it from new! If desired can be paired up to an FS210 which, among other advantages, wirelessly pushes flight plans to and from a portable. This would mitigate the knob twisting on the GNS and bring its capability to almost that of a GTN! For an existing GNS in the panel the WAAS upgrade is a bargain. What other manufacturer can provide certified WAAS capability for under 5 grand?

@brndiar your climate and temperatures justifies multigrade. According to Shell multigrades formulated only with mineral base oils lack the necessary base oil viscosity to properly lubricate the high load points in the engine. That to me is a bigger concern and one of the reasons I trust and use Aeroshell 15W50. As far as corrosion is concerned it is mitigated by flying the airplane and changing the oil every 30-35 hours or 4 months. If the airplane will sit for extended time there’s pickling procedures prescribed by Lycoming to protect the engine.

Wow! I thought mine was bad! @David Lloyd I had to read that twice! So you had a 60% increase? I just renewed my 1 million smooth for 2210$. That’s up about 20% from last year for 130K hull and no claims. The aviation insurance industry has taken a hit and they’re adjusting our premiums accordingly but 60% is the largest increase I’ve heard!

I have been looking to buy interior rounded window plastics. Either the ABS for 1986-1989 J or K or the later fiberglass. Serious buyer. Any leads much appreciated.

The silver trim piece is used to approximate the edges of the two panels and give them a finished look. I used an H vinyl wall panel moulding from Home Depot. Painted it with SEM Color-coat same as the interior plastics. Works very well and is secure. https://www.lowes.com/pd/Sequentia-1-42-in-x-8-ft-Prefinished-Vinyl-Wall-Panel-Moulding/3060129?cm_mmc=shp-_-c-_-prd-_-mlw-_-google-_-lia-_-128-_-interiorwallpanels-_-3060129-_-0&store_code=1637&placeholder=null&gclid=EAIaIQobChMI8IjE2fGY6QIVE4nICh1R1QayEAQYBiABEgJVOvD_BwE&gclsrc=aw.ds

You may want to call JPI tech support and ask them. Best to do it when you’re with the plane. They may be able to walk you through it. -800-345-4574.

I agree it’d be much easier on the left. But I also think with its larger screen, all its connectivity flexibility and on an angled mount would work well on the right. But my question is, and aside from the obvious and compelling hardware differences, how really would it differ from Garmin Pilot on an ipad in my panel. Consisting of GTN750, GTX345R, FS510. I really need to compare feature by feature to see if there are real and significant differences. My initial impression is they are mainly hardware differences being clearly superior and ”aviation grade” as they say, with only minor software differences.

Me too!

Physical dimensions:7.29”W x 4.85”H x 0.91”D Standard width of panel boxes is 6.25”. This will fit nicely in the panel in landscape orientation if the 7.29” height dimension is available.

If the delta is only 100$ I’d go the overhaul route.

Leave HF alone! He doesn't owe any explanations! He acknowledged his honest mistake and apologized. And no one was hurt. Did the controller also publicly apologize for his mistake? Who is giving him a number to call for his deviation? Giving such a totally superfluous, unnecessary and confusing instruction? HF was holding short. It was the controller’s goofy instruction that initiated the confusion. I am not blaming the controller and certainly not blaming HF.

And you gave him a hand to shake the last dribbles out, didn’t you?!

Normal values range from around 5 to 8. So I’d call it slightly acidic! But ok, call it whatever you like. At least we agree it’s still corrosive and not a good idea to pee on the plane!

I had picked up a nice Precise Flight Pulselite on ebay for 50$! for this purpose. I researched the Aeroleds and found them too expensive for what they are. The landing light is the Aero-Lites fusion par 46.

I wired the pulse on its own cb switch for flexibility. So it operates independently from the landing light and of course from the strobes and navs. Switching ldg lite on overrides the pulse circuit and goes to steady on. I was going to tie it into with the strobe but I had an spare ldg lite cb switch so used that instead.

Urine is predominantly an aqueous solution and slightly acidic. It contains things like chloride ions in pretty high concentrations (second only to urea) which causes oxidation and will pit aluminum over time. Peeing all over the plane can’t be good! Ziplock bags is my preference!

I’m not understanding, what do you mean?

Sorry Cliffy recorded it on iPhone. Fixed it.

I have always wanted to pulse the landing light and finally found some time to finish this little project. Pulse is a totally separate circuit on its own cb switch. Independent of landing light and strobes. The wingtips are Orion 650E ACL/nav lights.

That’s good to know. I was merely going by their published figures on their website.

A weight savings of approx. 26 lbs lighter than the Concorde is significant. The life as published on their brochure is 8 years which in reality will most likely be less than that. Let’s say it’s closer to 6 years. And cost is 900$. Comparing that to my Concorde, it lasted me 11+ years at 300$. So the Concorde lasted me approx. twice as long at 1/3 the cost. So as I see it cost has to decrease and/or life has to increase for me to consider the earthx. 26 lbs is significant but the 3x increase in cost and decrease life in half is more significant.

I don’t think so Anthony! I’m specifically referring to the cord wind-lace around the cabin and baggage doors. In my 201 it is secured down under that shiny aluminum piece which is riveted. At least around the baggage door.

Can one GI275 ADHRS+AP version be installed as primary fully replacing the 256 and utilizing it as its backup while retaining reference to ap? If it can that’s great! I didn’t think it could because it specifically calls for another GI275 for backup.