MikeOH

Not to mention the OP specifically said he had a 700, NOT an 830.

I am a little confused as to what the OP was referring to, as well. I think the excerpt from PT20J is actually a THIRD 'slop' limit: note it refers to the horizontal STABILIZER (NOT elevator, NOR the tail assembly you refer to), and it is allowed movement at the TIP. Unfortunately, I can't point to specifications (except PT20Js) but I check three items during preflight: 1) I grab under the tail section like you do, and lift. I'm checking for how much free play and I use the limit of 0.125" (1/8 inch), but I can't tell you where I got that number. At my first annual I was told it was excessive and had the issue fixed. There is NO perceptible slop now. 2) I'll grab the left elevator in my left hand and the right one in my right hand and check for the slop when I more them in opposite directions. There's a very slight amount of play but I can't quantify it, but I'm really looking for a big change to indicate something has changed significantly. 3) As I walk around the tail I try to move the horizontal stabilizer up and down by the tip. There's just the slightest amount of slop there. I'd be concerned if I ever felt much more than that. I've never tried moving the tips fore and aft, however. May have to check that...

@Parker_WoodruffSorry, it makes NO sense to me why "for quite some time" any business, let alone all of them, in a given industry would do that! It makes far more sense that all of us are collectively paying for a HUGE loss that the industry didn't see coming and was, therefore, vastly underfunded to handle.

Wide mouth Gatorade bottle...just sayin'

I, too, share RobertGary1's and PT20J's recollection. I didn't have much luck figuring out how to research old FARs. I am assuming that the Federal Register might have the history of FAR changes, but not sure about that. Further, doesn't look the FR goes back before 1996 for online searching. I gave up after 30 minutes of looking, however.

NOT my experience when I lost my medical. I made one call to OKC, yes I sat on hold for 15-20 minutes, they emailed me a new medical that day. I don't recall how long it took to get the 'real' one in the mail, but I was good to go with the emailed one until it did. Less work than getting a driver's license from California DMV, that's for certain!

You'd think so, but look at GeeBee's post above...apparently airline pilots have been fried with a violation on their record for exactly that!

You're obviously smart enough to have understood my point. What is unknown is your need to make a irrelevant comment; I'm not going to bother to find the FAR that requires you to present your pilot cert and medical to FAA or LEOs...I'll leave that to pedantic lawyers.

So, let's get this straight: 1) If you have a MEDICAL CERTIFICATE, you MUST have it with you, and it MUST be an ORIGINAL, and you MUST show it to a LEO. 2) If you have BASIC MED, you don't have to have ANY proof with you, and get to tell the LEO to stuff it when he asks. Good thing we don't get ALL the government we pay for

Global as well. $70K Hull/$1mil/$100K 2018. $1059 2019. $1197 2020. $1528

Well, I have to figure they lost the two hours the next renter who found the battery dead would have spent with them, plus having to have their mechanic recharge, plus it may have shortened the battery's life. I was still in high school and apparently wasn't mature enough, yet, to have told them to put it where the sun don't shine. It stung bad...but, it appears the lesson has stuck pretty well!

Meh, only an hour if you forgot to taxi on only one engine

The fuel burn will fix that

I left the master on as a student back in 1977. I was in high school and was paying $15/hr wet with instructor. I was making $3/hr, so 5 hours work for one hour flight. The school charged me $25 for my mistake. Knock on wood, but I've NEVER left the master on in the intervening 43 years!

Looks like Aeroshell 6 is a substitute for the obsolete MIL-G-7711:

It's the government...logic is a foreign concept. Further proof: When I once lost my medical and called OKC, they emailed me one to print until a 'new' one arrived in the mail!

I've fought (and, pretty much given up) high oil temps since I bought my plane 3 years ago. Typically run over 200 in cruise; maybe 210 on hot days. In climb I can see 220-230. This is the reading on my Insight G3. The ship's factory gauge reads toward the high side, but really hard to quantify. I just realized that the temp sender for the factory gauge is back near the oil filter/vernatherm, while the G3's sensor is at the front of the engine. Does anyone know if that location is going to indicate a higher temp? And, if so, how much higher? For those of you with both factory and engine monitor temp gauges, how do they correlate? E.g., if the engine monitor shows 180, is the factory gauge mid-scale, or? Thanks!!

I guess I've just been lucky. I have NEVER had any drip of any kind up until now.

Thanks. Yes, I have an oil-air separator which has done a good job of keeping the belly clean, and never previously dripped. Not sure what can even go wrong; they don't have any moving parts! I think just looking around with the cheek cowl removed is a great suggestion.

Sniffle valve was the one I couldn't think of. Not sure I understand what it's for/how it works, and if it would drip oil? My vague understanding is that it is a one-way check valve to the bottom of the intake manifold to drain fuel out, but seals off due to engine vacuum when the engine is running. If that is correct, dripping oil doesn't sound too good!

I recently changed my oil, so that is a great suggestion!

My battery and drain tube are way back, aft of the cabin.

Funny, hah, hah, hah! Mine's still scratched up on the bottom, but works fine

Discounting pressed in Zerks, why not just replace the Zerk versus trying to clear it with a "Zerk buster?". They can't be that expensive, can they???

LOL! Well, I'm glad some other guy screwed up 30 years ago....and I reap the benefit of the one piece belly