Pinecone

The other issue that can cause a oil leak is an issue with scavenge pump. If it is not sucking out faster than the supply is pumping in, you can pressure the turbo. Main Turbo has a test for this. They disconnect both oil lines and stick the ends in a jar half full of oil. Spinning the engine should cause the oil level in the jar to go down.

I just wish I had a DME to go with the VOR for approaches. Actually, long term, I wish Garmin would come out with a DME module that gave DME capability to the 650/750 PLUS could hop channels and do DME/DME or DME/DME/DME nav in case of GPS outage, spooking or jamming.

For where you are, consider Roberto's Aircraft Interiors at New Garden (N57). He did my interior, including yokes. The only caveat is I would NOT send him the yokes, I would take the plane there. If your plane is not taking up space in his shop, he may push other work ahead of yours. I am still waiting for 2 head rests.

I can't image that there are that many companies making these clamps. And that there are any companies that is making the same clamp in an auto and airplane version with any difference.

Local solo student bounced a 172 nine times (YES, 9 times, caught on ramp video) before hit nose low enough to high prop and stop the airplane. Bent/cracked firewall. They repaired it.

If you are at 65% power or less, there is no red box/red fin. As was mentioned, 65% power is 65% power, no matter how you get there.

Same to both.

Same here. Having two makes the 30 day VOR check easy. I do it every longer XC flight. Tune in the same VOR on both, put one on needle 1 and one on 2, and they match bearings, I write it on my kneeboard.

This is something I learned over on BT. A LOT of people have trouble when they install the newest version. So I am happy with one that works. The installer should install or update all those background things needed.

My local FBO has an ALSIM250 AATD. The SE Complex is an Arrow, but I find if I leave the prop full forward and run high power settings, it can do speeds similar to my normal speeds in my 252. But the avionics are not similar. You can do a PFD tape based instrument panel, but no moving map. It does have a GTN-650. While I appreciate a sim just like the real airplane, I believe that you can get a LOT of benefit flying any sim.

There used to be training centers set up in strip malls that did ground school and had ATC-510 desktop units. I used one to practice a couple of NDB approaches before a flight to an airport with only NDB. I had my instrument rating through military training, so had never done one. These shops did not last long. https://inspire.eaa.org/2022/02/16/eaas-attic-atc-510-personal-flight-simulator/

Either date would be past the life limit.

OP mentions that it seems to lock until he puts pressure on the brakes. I vote for seat rollers allowing the seat to rock when pressure is applied. The nylon (??) rollers that @DonMuncy sells are great. My only problem is, when I release the seat latch, I rapidly slide all the way to the back.

Thanks They have one less in stock now. And yes, OUCH.