skykrawler

If the broker is paid by the seller they have a fiduciary responsibility to the seller. Its a buyer beware situation. Newby buyers need to think like a real-estate transaction. Before submitting a deposit a purchase agreement should have an escape clause that entitles them the return of the deposit if undisclosed defects are discovered. Newby buyers generally don't have the experience to recognize an airplane that should not be purchased.

That is a criminal markup.

If the shop is only doing an oil change there is no need for a runup. Running the engine is just to check for leaks. After servicing plugs, typically a runup is done. During an annual a full static power check (for RPM) is sometimes done on fixed pitch aircraft. Constant speed full power runup I would think would only be done statically if there was a problem being diagnosed (or Continental engine fuel setup) - especially for high horsepower engines. Full power runups are a good way to ablate the propeller and get rock nicks. My handbook says don't runup 'until the oil temp is 75 or above the white dot.' Turbo charged engines should probably be a bit higher for reasons mentioned previously.

If it works for you. I don't want another thing chewing on my arm when I'm digging into the back of the panel.

Thumbs up for doing anything to remove rattles and vibration noise from the glare shield. All those 'insignificant' noises add up to fatigue on long cross country's. This includes leaky storm windows and door seals. I've wondered if applying a fuzzy black fabric to the top of the glare shield would absorb some of the noise off the windscreen.

Pooling oil happens during taxi in and shutdown. Fly the airplane in cruise for a bit (full temperature, leaned correctly), land (avoid full rich) and immediately shutdown. Pull the lower plug(s) in cylinder that pools oil. If the plug is clean and not oily soot, its probably not 'burning oil.' You may only find one big offender which points to a broken ring. Checking the valve guide clearance should be a simple start. If the engine is high time and the guide is worn it will suck oil down the guide. Morning sickness should be dealt with. A stuck valve can bend a pushrod and the tube resulting in the loss of substantial oil. The hardest part of pulling a cylinder is removing all the exhaust and baffling.

Maybe out of courtesy, change the title to add SOLD. Or just delete the thread.

The sad thing is, I see rat airplanes like those sitting on ramps that somebody will come out and fly twice a year. It's no wonder there are so many 'engine failure' off field landings and crashes.

If the hose is long enough you can sit in the airplane and watch the airspeed indicator as you work the syringe. Only takes a cc or so.

It's easy enough to check the airspeed safety switch on the jacks....with a rubber hose on the pitot tube.

Look at the specs for the fuel flow on the indication system. Digital instrumentation is analog at some point and there is a minimum resolution and then there is analog noise. An analog to digital convertor has a limited number of bits to work with....the resolution of least significant bit determines the best case accuracy of the system. The fuel flow spread in the plot is ~.5 gph. The instrument display may be (probably) filtered for aesthetic reasons. The recorded data may not be filtered.

It would be interesting to know the basis for any valuation. They don't seem to make profit on the type certificate in any real way.

Nobody really knows.

Recommend spending the time to understand the interconnections (current and new) required for your systems. You can find the 275 install manual online - lots of useful info. Presumably the autopilot is active in AP mode when the GS is not being picked up. Some continuity testing might indicate where there is a broken connection. Part of that interconnection with the AP is the FLAG indicating the GS is usable. The Davtron C307Ps OAT probe is probably compatible with the 275 - and is cheaper than the Garmin probe. Generally, the DME receiver gets the tuned NAV frequency from the NAV radio. Depending on the receiver there may be a switch to select #1 or #2 nav for the input. The 430w has provisions for different connections (serial for example - if you have a King DME). It looks like the 275 supports 430w inputs with Rs-232 (MAPMX format) or ARINC 439 (ports 1..4, GAMA bus definition) The 275 shunt configuration is selectable and may be able to use the existing shunt. Of course it will have to be wired.