MikeOH

Hmm, sorry but I wouldn't recommend that. I lean to maintain full power sea level EGTs (mid 1200s for my plane) until I'm at cruise; only then do I go LOP.

Exactly! That's what prompted me to revisit this; seems weird...I don't really follow any other aviation fora, so I have no idea if the topic is being actively discussed elsewhere??

Yes, they are always booked up. But I'm surprised at their lack of response. Rachel always gets back to me within 24 hours...and it's not like I'm a special customer; as I've only had two annuals done there over the past eight years. I hope service hasn't changed as I'm planning on going back this year for my annual.

I bought a torque screwdriver just for the purpose of tightening the rocker cover screws. It is well suited to the job and not 'sketchy' at all. No leaks since (about a year ago). I think I bought it at HF (I know, OH THE HORROR!!).

Uh, yeah, that's a FACT, not just a random opinion

Anyone have recent updates on the G100UL situation? Current data on sales volumes at RHV, WVI, and anywhere else it's available? Seems like there might be updates on the Consent Decree case, as well. IIRC, there was some possibility of appeals, or some such.

Question for the experts: What is the desired/acceptable plenum pressure (say, in inches of water)? Seems like it would be pretty easy to rig a water manometer and monitor the actual pressure even in flight. That would be a pretty good indicator as to whether the baffling is acceptable, I'd think.

@ighazali here you go:

1972 for me on a DEC PDP-8/E running a timeshare O/S called TSS-8. The computer was at the school district office and the schools had ASR-33 teletypes and 110 baud acoustic modems. Pretty impressive that the machine supported 16 remote users with 32K of memory (For the newbies, that's not a typo, it's K, NOT M or G) In that 32K was a 4K OS kernel that swapped both users and other OS modules in and out of core as required (When I say core, I'm talking real wire thru tiny donuts memory!). We saved our programs on paper tape; the punch on the ASR-33 wouldn't handle mylar, IIRC. A couple of decades later the company I was working for had an N/C machine tool run by a PDP-8/m. When it finally died it was replaced by a PC of some sort. I got the old PDP-8/m and restored it to working condition:

Yuup, along with VisiCalc running CP/M on a Trash 80 (TRS-80)

Which, if you stop to think about, pretty well proves @DCarlton's point!

Not happy with this news. Not happy with them not supporting my "old" iPad. Not happy with GP being my option. Guess I'm just going to keep using FF until it goes to crap.

^^^ BINGO ^^^

I practice steep turns, slow flight, and stalls every few months. My rationale is that I want to maintain a feel for the performance edges of my aircraft; I personally think that skill/ability atrophies. While I don't intentionally fly in that regime on normal flights, I also believe that distractions and events might put me in a less than ideal flight regime. That's when recency of training and the feel it imparts might just save my ass. Yes, all you ace-of-the-base pilots know that you're too good for that to ever happen to you. I acknowledge it could happen to me, so I plan to LIVE with that limitation.

If it was me, I'd have the Fig. 7 dimension re-measured by someone else (I might try myself, but that dimension looks tricky to measure to 0.001" with home shop tools). And measured in the undisturbed area, not around where the dimples are. You might even ask the shop that rejected the crank exactly where they made the measurement. What I'm getting at, is that if this is a first run crank, which given the factory dimples are still there, it appears to be. Then, I don't see how the Fig. 7 dimension could have become out of spec; the gear locates on that surface and is fixed by the locating pin, so I struggle with how it would get worn beyond the limit.