Justin Schmidt

Additionally, adhere to all regulations pertaining to planes for hire.

I do not know him

I'm also out of I69 75 F model

One must be able to understand labor, overhead, and business financials.

Didn't this happen a long time ago

What if your CHTs are only mid to high 200s, max 320s in a climb with cowl flap closed. Been keeping power in 70%s.

I never remove cowling (side only)...hook up hose to quick drain and out the cowl flap

The shaft in the switch was corroded pretty badly. Just broke when pulling out

Off of a 1975 M20F.

I have anecdotal experience with this (not a crash but damn near it). When I first got my F, I was still a student with 20 hours. Taking off, first flight with this CFI (80s with many thousands of hrs) the gear switch broke, didn't move the gear, still verified the mechanical lock. He freaked out took control from me, I initially, said no I have it, it isn't an emergency. I relented as he kept taking control. He took us 300 FEET AGL MAX around the pattern with the stall warning BLARING. There was no reason for that. I say age and experience cannot say how good or bad someone is in an area only their behavior/actions. Insurance companies do need to go off something though. I did find a great CFI to do my training He lost it up there...hopefully, he turned in his wings

Don't know about you but I am poor BECAUSE I own a plane...100% of nothing is still nothing lol

BUMP any takers?

Pin up girls

Probably, the same shop west houston that worked on my plane (previous owner) and pencil whipped an annual when I bought it

Interesting, The push to test should not be triggering the gear horn (per my electrical schematic 22-1273 - 22-1305). What year/SN is yours?

Threadlocker is not recommended for plastics. It will cause stress cracks. Mine does not come loose unless one fiddles with it. If yours is I would just throw a little scotch tape on it or place it in a plastic bag, Loctite also has a 425 plastic, I would still be wary of using it as that dial and shaft is very fragile.

Divorced so I don't have that issue or many for that matter

Have several things for sale, all working well. Came from N6902V. Based out of Clermont county Ohio I69 1) McCauley spinner/front support/bulkhead. Not sure part numbers but came from 3 blade c415. $1500 2) oil cooler, works well just needs a flush $500 3) magneto 4347 (left), fresh overhaul (installed ElectroAir) $1100 4) Ignition cylinder, push start $250 5) Two (2) SOS starting vibrators $200 each

That I do not know...It's not an AD, just an SI, so I would guess they would have a conversation. Or they may just do it, Or if the owner doesn't want it done they may reject the work and send it back. You maybe waiting years though, I had a quote at 2 years. I never said any of this makes sense, only what they said and willing to do. My main point was that data plate is legal and if they won't allow it to change then the timing cannot be changed. The data plate must agree with the TCDS. It is my position to keep everything legal to the best of my knowledge and if the FSDO said ask the manufacture and the manufacture said no, then it is what it is. Well I must go sleep, taking the bird out for her first break in if the weather cooperates

For some reason I thought you were an A&P

I would imagine all IO-360A1A will have a 20 data plate as well as any listed from the factory. If not, it would give less credibility to their reason of going to 20 degrees in the first place. Spoiler, there wasn't a good reason. I will admit I did not research other applications nor ask about other applications as that would be a waste of my time. Disclaimer...I have not read the SI as I cannot find it, it is listed in their SI list but doesn't seem to be available on their site. What I do know is on a certified airplane that data plate dictates your timing. There is mental gymnastics of how certifications actually happen and (loosely) work. Submarines are far worse

If the shop or owner wanted to do that SI yes, I would have hoped they asked the owner. Of the particular models listed in the SI, yes. I, also, believe there is a list of all engines and what their timing is which is what would be coming from the factory

From the very long conversations I have with the FSDO and Lycoming, Lycoming had an SI which changed the timing from 25 degrees to 20 (We can argue the validity engineering wise, well I think everyone would be on the same page). They did it to have better detonation margin in a particular scenario. It was not mandatory, meaning it was not an AD. Everything coming from Lycoming is 20 degrees. On a field OH it would have been up to the shop to change it to 20 OR could have just been done in the field as well. Just needed a new data plate or stamped to 20 degrees and Lycoming notified. So there will be 20 and 25 out there. Lycoming will not allow a 20 to 25. The FSDO leaves it up to the manufacture in this case since it is in the TCDS. But the data plate is god in this case.

You do you, I do tend to want to keep my plane legal. FSDO and Lycoming engineers to have a say in that, and the FSDO said whatever the engineers say.