M20F

IRAN on the top and bottom about 100hrs ago due to lifters/cam corroding (yes I use Camguard, yes I hate Lycoming metallurgy that isn't my question). I had this appear a bit early on in break in when I was will using Mineral Oil which I ran to about 30hrs. Then for the most part everything has been the same as it always had been for 15yrs and give or take 1500hrs. Yesterday flew KLZU to KDKX and was progressively losing oil pressure. CHT, EGT, etc. all the normal. The oil temp was a little hot and then a little cold in both pictures because it is a 45-60 min ride up to 8K with a slam dunk at the end due to mountains. You can see in the first picture the progressive loss and then an immediate 10 PSI jump, the flight back to KLZU (same day) is the second picture (I also flew KLZU-KDKX-KLZU today and had same 68-72'ish PSI result). I haven't seen anything sludgy or goofy in the oil, consumption is great, filters are clean, this is new oil with about 6hrs on it (so differing oil then the first time I saw this), etc. I am guessing some sludge coming apart somewhere? I open it to the peanut gallery.

Wouldn’t it make more sense just upgrade to a G1000NXi?

The only advantage I would see would be a Wyoming Dynasty trust and if you are looking at those you got the $$’s to talk to a professional.

Jose and his piss tube will always win.

Down to $65 for 50 gig up to 350 mph.

At what OAT?

I echo this, way too many variables.

Mooney’s came with a ram air system to bypass the filter. Engaging it bypassed the filter and added @1” of manifold. If you have a clogged or inefficient filter it is going to work opposite and take away manifold. It isn’t a magic way to go faster. It is just if your intake is not efficient then you will lose power. Cleaning that up gets you back to net zero, it isn’t a way to add knots per se. As for best altitude, it you ain’t 250 then you ain’t nothing.

G5 vs GI275 Personally I find the GI so small that all the stuff it does just clutters it. Plus I really don’t need anything other than an HSI and ADI. I don’t care for any of the other stuff (that’s me). G5 is solid and clean.

As of Wednesday it worked with mine.

I like G5’s personally and find the 275’s small and cluttered. The answer to your three questions though is how much money do you have? You will get almost 100% back out of an overhauled vacuum DG. You might get 50% on a G5/Gi275. These questions are always three sided. Dollars versus capability versus resell. The fact you are a co-owner means a transaction is in your future. You will generally lose on that transaction, my advice would be spend as little as needed.

That’s why helicopter pilots got dez nuts.

I got something they can watch me tug on and it ain’t a seatbelt.

Flying since 1988 never seen an inspector let alone been ramp checked. I always wonder who all these folks getting ramp checked are.

Some recently manufactured Boeing and Airbus jets have components made from titanium that was sold using fake documentation verifying the material’s authenticity, according to a supplier for the plane makers, raising concerns about the structural integrity of those airliners. The falsified documents are being investigated by Spirit AeroSystems, which supplies fuselages for Boeing and wings for Airbus, as well as the Federal Aviation Administration. The investigation comes after a parts supplier found small holes in the material from corrosion. In a statement, the F.A.A. said it was investigating the scope of the problem and trying to determine the short- and long-term safety implications to planes that were made using the parts. It is unclear how many planes have parts made with the questionable material.

https://www.nytimes.com/2024/06/14/us/politics/boeing-airbus-titanium-faa.html?smid=nytcore-ios-share&referringSource=articleShare

Honest officer it must have rubbed off, honest!

I may have been unclear in rereading my posts. I think though we can agree RCO/GCO like DF steer, NDB’s, etc. needs to go, it’s time has past. While not the main topic as you shared FSS is under discussion but not as progressed. I haven’t talked to FSS in probably 10-15yrs and when I was it was only to get on record for checking TFR’s. Lockmart did a great job but imho it needs to follow Flight Watch into the dustbin of history. Enhancing ADSB with more datalinking would be great. We should be spending $$’s for things that benefit and drive aviation. Not a service that gets 300 calls a day, I shudder to think the cost per call (certainly more than 1 AMU per).

300 calls a day, the money could be better spent. Why don’t we bring DF steer back.

That would be productive.

What is unproductive? You are arguing about an article you haven’t read, about a service you have never used, nor understand. That to me is unproductive. There is no need for RCO/GCO in this day and age and there was barely a need for them 30yrs ago. If you want to debate the topic then read the article, educate yourself, and make a point. That would be productive.

More information is required. How many hours and what break instructions did you receive?

Your confusion and lack of understanding of how a RCO let alone a GCO works or what it is for explains why its loss is inconsequential and AOPA should be spending dollars to fight for things that matter. Nobody uses it today and the article makes it clear. “In the mid-1980s, Flight Service received 22,000 service requests per day across this network, while today they receive fewer than 300 per day.” Fewer than 300 and I bet 95% of those requests were in Alaska or the like.

Because those “people” didn’t actually read the article.

The proposal is to end RCO’s the article also talks about the future potential of FSS, read the article. RCO/GCO has nothing to do with FSS just expensive hardware that nobody uses today.