MikeOH

I was in high school and a friend was learning to fly. I went up with him on a few lessons and was hooked! My parents weren't too wild about the idea of me learning to fly, but told me if I wanted to pay for it they wouldn't stop me. My part time job paid $2.75 an hour, and the C150 was $10.50/hr wet, plus $5/hr for the CFI. Took me 8 months...that was the pace of the work & spend plan

I know mine bounces around; it bugs me but it's always been that way and it hasn't changed over three years. I'd try what Will.i am suggests and see if it returns to the old 'normal.'

Didn't you state that the data capture rate is faster than the rate 2 years ago?

Sorry, nothing recent. A couple of years ago I looked into them for an annual, but their basic inspection pricing was sky high at that time.

Hardly cheating! You spend every minute of over TWO MONTHS with one other person inside a 172 and get back to me! Frankly, that is the aviation record to end all others. It's over 60 years old and I don't think it will ever be broken. No one alive today is that motivated (or crazy) It's been years since I saw it hanging at McCarran....anyone know if it's still there?

@LANCECASPER LOL! You wrote what I was thinking!

Sure, hook it up with twisted pair...

Yeah. AND, it makes perfect sense why Avidyne kept telling him to, "Talk to your INSTALLER!"

Love my iPad; never a problem. I carry PAPER charts as a backup.

Which is, by design, what they are suppose to do.

CBs are sized to protect WIRING. The tacit assumption is that something must have gone wrong with the LOAD.

Not me. Waaay too much of a bother. I use a laminated printed check list. Plus, what if you have an in-flight electrical failure? I use the flow method, and back it up with the checklist.

Thanks. Ensuring precise anti-friction properties to assure proper torque values are met on critical fasteners, e.g. connecting rod stretch bolts, makes perfect sense. My comment was limited to installing the plug on the oil screen.

I struggle with if this is the real reason for using 'food grade'. First, how much metal can possibly be in the tiny amount put on the threads? Second, how much of that small amount is actually going to get into the engine. oil? Finally, what damage is that tiny amount going to do considering the particle size? Granted, I don't have a better explanation

Interesting. I've always done one at a time and never had an issue. Please let us know what happens.

I'm going to be blunt: This isn't a project, it's a disaster for a first time owner. Run, Forest, run! $30K isn't ANYWHERE near low enough to even consider. Seriously. My read/opinion is that you have a limited budget to buy and think you can put sweat equity in and 'make up for it.'. Sorry, not going to happen for a first time buyer and not an A&P. I had to wait many years for finances to align such that I could buy an airplane to FLY; I, too, toyed with the idea of a 'fixer-upper' Good luck, whatever you choose to do.

WHOOSH!!!

That was my thought a few post back, but I verified that I'm running 5.4/5.0, the same as PT20J. Yet, I didn't have any problems, and he did. So, I think there is more going on. I'm going to be very nervous come the next update cycle! One other possibility that comes to mind is an interaction of the download process with the PC's operating system. I use an ancient PC with WIndows XP, and use the manual download file and install process. Never an issue.

I really need to replace my carpets. I looked at SCS but the price scared off this CB! My plan, when I cease being lazy, is to just buy wool carpet from an auto upholstery shop, use the old carpets as a pattern, and stitch on a leather binding. I believe wool and leather inherently meet the flame test; but, I need to verify if I still need to run the test, or if a log entry that contains "replaced carpet with wool and leather" is sufficient to cover the fire retardancy requirement.

The 3-way 'exact' method Rags mentions is described here: Horseshoe Heading The math isn't too bad if you load the formulae from this link into a spreadsheet.

No question about being quick to fix versus a road vehicle. But, why is an IRAN so frowned upon? I don't get how properly fixing what needs to be fixed is inherently more risky than the 'quick on the trigger' OH?

That was my point

Another perspective: As a BUYER, I loved that the PO had done an IRAN for a cracked case at 1600 hours. He put in a new cam, lifters and bearings. Then, over the next 500 hours all 4 cylinders were replaced. With, technically, 2100 hours SMOH I bought the plane at a run-out engine price. To me, I bought with a 500 hour bottom end, and even less on the jugs! 300 hours later and I've had zero reason to regret my purchase decision. As someone said earlier, the buyer isn't going to care that you did the bottom end...when it comes to price, that is! It has always fascinated me that we think nothing of IRAN on a car engine, but look for any excuse to spend the coin for a complete OH when it comes to airplanes.

Ok, just checked and my 430W repair was October of 2019. It will be interesting to see if I have a newer version than 5.4/5.0

Hmm, when did you install the GTX345? Perhaps the problem is actually with the NEWEST version of the 430W box software. I'll have to go check, but it's possible my box was updated more than a year ago and is NOT the latest; I can't remember what version I'm running. I'll check tomorrow. I'm not sure how often Garmin updates the box software. Oh, and how do I find the box software version? Do I have to hold down six buttons and scratch my head while turning on the 430W?