Garfly

Here's the short version, then. Which I, for one, wouldn't have deemed credible had the passionate guy in the long version not done research and produced receipts. (You're welcome ;- )

Yes, apparently. Improving sustainability by enhanced engine component lifetime through friction modifier additives in fuels - ScienceDirect WWW.SCIENCEDIRECT.COM Engine test rig runs with a standard and a friction modifier containing premium fuel using an artificially altered close to end-of-life oil were... "All 3 independent methods for wear measurement confirmed that the premium fuel containing friction modifier results in an overall superior wear protection compared to standard fuel. Mass spectrometry of oil aliquots from the engine test rig runs showed an accumulation of friction modifier in the end-of-life engine oil, which explains the better tribological characteristics observed in this case. Accordingly, application of friction modifier in fuels can lead to increased oil change intervals since the wear protection is acceptable even in case of an end-of-life oil condition and potentially improved engine component lifetime. Both factors offer economic and environmental benefits."

This guy makes the point that there can be more to premium fuels than octane ratings. He reckons that premium additives like friction-modifiers can make a big difference to engine wear. (with Octane ratings measured differently in the US, their label numbers don't line up with ours)

Dingo – Future Vehicles s.r.o. WWW.FUTUREVEHICLES.EU The original features in this new video about 5 vintage ultralights: 00:24 Ultraflight Lazair 03:19 Mitchell U-2 05:58 Wood Skypup 07:56 Hovey Whing Ding 10:10 Diehl XTC

These four films cover the trip as far as Darwin (a series covering their flying within Australia is due later).

A new film about the AW 15 Atalanta from 'Rex's Hangar':

Another issue to keep in mind (which others have mentioned here) is that it's fairly easy to inadvertently turn the unit on as you stuff it into a flight bag or whatever. It doesn't take much pressure to operate that barely recessed button. I've taken to gaffer-taping an old credit card across the whole face of the SE2 to guard against that happening.

Actually, not such a big lap this time (I took the title too literally at first ;- ) But still ... a witty, well made movie of a little two-day lap around the Mangalore - Echuca - Griffith track. You really get the feeling that you know Oleg and Dina personally by trip's end. In this way, the vids are a lot like the "Flying Around" series by Scott Hendry and his wife Chris. https://www.youtube.com/user/thecscotthendry

Whereas ADSB-OUT is mandatory for all IFR a/c (so we should see all of them, with our SE2/EFBs) there's no requirement for them to be equipped with ADSB-IN and CDTI (Cockpit Display of Traffic Information). So there's no guarantee they will see our SE2s. (Many can and do though, it's hard to know; same with ATC - the situation is complicated and fluid.) IFR ops often have TCAS but the SE2 (and other EC devices) are not visible to TCAS - which only sees and reacts to proper transponders. But I think that state of affairs, too, is evolving as we march towards mandatory universal 1090 IN and OUT. P.S: These are good reads (but also might need updating) advisory-circular-91-23-ads-b-enhancing-situational-awareness 2.pdfVFR and visible _ Flight Safety Australia.pdf

Yeah, the SE2 works on Pressure Altitude so, in effect, it's always sending Flight Level, not AMSL. ACAS systems all use PA since they're only really interested in own-ship's vertical relation to nearby targets; high or low, trending up or down.

Max Holste MH.1521 Broussard - Wikipedia EN.WIKIPEDIA.ORG