aaronk25

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aaronk25 last won the day on March 22 2015

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About aaronk25

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    Won't Leave!
  • Birthday 02/05/1982

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  • Location
    Rochester, MN
  • Interests
    Boating, airplanes, SEMFC President
  • Reg #
    N201AD
  • Model
    m20j

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  1. Beautiful! Sent from my iPhone using Tapatalk Pro
  2. There is more like 20kts difference between the aircrafts. The acclaim runs out real nice cruise at 220kts, the cirrus is more like 200kts despite what cirrus marketing sept says. I’d consider that significant. Sent from my iPhone using Tapatalk Pro
  3. Gives the phase “coming in HOT” new meaning [emoji106]. Sent from my iPhone using Tapatalk Pro
  4. You must have been lucky and was close to optimal before valence Sent from my iPhone using Tapatalk Pro
  5. Agree if I remember right I remember a thread some time ago that this was explained to him that the centri cam would not prevent spalling. I guess we didn’t type loud enough. Sent from my iPhone using Tapatalk Pro
  6. On both the fuel was cut to idle cut off, just happened that the respective rpms mentioned is what the fan kept spinning at. With the lower rpm having a better glide, I’m assuming that means it went to a steeper pitch than the higher rpm one. Unsure, of why it would’ve different? Maybe prop cable throw is greater on the push pull than it is on my throttle quadrant machine. Sent from my iPhone using Tapatalk Pro
  7. If your plane is similar to my J the winter oil temps at say 5c are 165-170, unless the oil cooler gets the winter block off aluminum tape across 1/2 of it. In the summer 25c oil is 190f-200. We know viscosity Is thicker at lower oil temps. Is your oil temp lower in the winter? If so the thicker oil may not be consumed/blown overboard at the same rate as thinner (hotter) summer temps. Sent from my iPhone using Tapatalk Pro
  8. Take a perfectly good running engine apart that is being monitored closely??? NO WAY! Is finding a different finance company to pay off current loan and refinance it in the cards? That comes to mind first! Sent from my iPhone using Tapatalk Pro
  9. Have mine checked at every annual, what a difference! Sent from my iPhone using Tapatalk Pro
  10. What a ugly rat of a plane. Last cleaning was when it left the factory. And no, no one is gonna sign off on a ferry flight with a smashed wing like that lol! Sent from my iPhone using Tapatalk Pro
  11. Ed Collins did a seminar on multi-weight oil. Covering both topics, I think I layed the logic out why multi weight protects better at higher oil temps. A 50w oil is still pretty thick compared to 20w at 65f, Given most of the engine wear occurs at start the sooner oil can be pumped the better. A lighter weight oil will always offer quicker cold start lubrication compare to a 50w. Sent from my iPhone using Tapatalk Pro
  12. Anthony has some good points, I’ll just comment further to say that at operational temps in cruise the 20w-50 vs straight 50 is the same viscosity, or very very close. Only difference is the 20w 50 is thinner at cold temps so in theory more could get though larger tolerances until warmed up but I think we’re splicing hairs. If the oil became over heated say 250f. The 20w-50 oil would be thicker than the 50 because the viscosity modifiers will continue to reduce the rate at which the 20w oil thins, until the point it gets to hot and the modifiers shear, but that’s really really hot like 300f ++. Off topic, as i am a big fan of multi weight oil as it protects the engine Better at at start up and in overheat conditions. 50w, is better at storage as when it cools it thins at a slower rate, so at room temps it is thicker (50w vs 20w) and stays on cylinders for a longer period of time during storage. Just a private pilot (not a chemist). That line was for Anthony [emoji3]. Sent from my iPhone using Tapatalk Pro
  13. Very sorry. Sounds like a great best friend! Sent from my iPhone using Tapatalk Pro
  14. Not sure how reliable the poh is for glide when discussing a specific hull. My 77j when the blue lever is pulled all the way back still wins mills at 1600rpms or so (it’s been a while). A rented 82j I did the same test in went down to 500rpms, same conditions. I observed 750fpm on the 77’ and 550fpm on the 82. No idea why such a big difference. Sent from my iPhone using Tapatalk Pro
  15. I should have had that coming back from Phoenix to MN non-stop this past Wed. It was -10c and I still can’t believe how much and how quickly accumulated. If it was -5f I wouldn’t have went into the clouds. So not to proud I got into the crap but I sure as hell did something about it like “RIGHT NOW”! I’m starting to think about selling my J for a TKS equipped turbo. Anyhow pretty cool that a J can cruise from PHX to RST (Rochester MN) non stop at FL190 and theoretically land with 2 hours of fuel left! Unfortunately the ice made me divert, as I was almost home. It ran across my mind this is how a accident happens, long flight so close to home.....get out of this crap. Sent from my iPhone using Tapatalk Pro