Pinecone

Probably because polyester resin does not stick well to cured polyester resin. On my race ca body, I use epoxy for all repairs.

Remember you can log from first movement for flight to the last movement after flight. So probably at least 2 minutes each end, so at least 0.1

FYI, my BMW M3 is almost 21 years old, original doors seals treated with Gummi Pflege.

I use Safe Log Pro. And it backs up to their cloud, plus, you can sync to all your devices. So I have a copy in the cloud, one on my phone, on two tablets, two desktops and a laptop. Oh, and I also keep a paper log book.

There is a product from Germany called Gummi Pflege, that is specifically for treating rubber door seals on Germany cars. https://www.amazon.com/nextzett-91480615-Gummi-Pflege-Rubber/dp/B004B8GTQG

Mechanic should have determined where the air was going. Which pressure is applied to leaking cylinder, listen at the intake, exhaust, and oil filler. That will help determine the path forward.

Except for those costs of operation give you the operation of the aircraft (or car or living in the house). Yes, they are part of the total cost of ownership, but, IMO, not a part of the value versus purchase price.

This is why I do all my practice approaches hand flown. Train to worst case.

China can make high quality parts. It depends on what the customer specs and the QC they do on the parts.

Pretty young to be married.

Yeap. GSO rate for reimbursement of driving your own car is currently 62.5 cents per mile. So at the current rate of 14,263 per year, that is $8900 per year. And that is based on a car, so a truck (lower mileage and higher price for diesel) will be higher. And I am not sure that includes insurance, registration. I think it only includes costs for actually driving (gas, tires, oil, maintenance). BTW, the reimbursement rate for private aircraft is $1.74 per statute mile.

I would not count operating costs against the resale. You don't count the electricity, water, sewage, gas/oil etc on a home. Heck, you don't count taxes and insurance either. You don't count gas, maintenance, tires, oil, insurance on a car either.

The rating is for two temperatures. All oils get thicker when colder and thinner with hotter. The question is how much. Full synthetics don't get really thick until stupid low temps. So yes, the curves will diverge. But LOTS of data out there on multi viscosity oils. If you do oil analysis, you can get data on the actual viscosity at the two temps for your used oil.

I came here the same way. To learn and find a good plane. After reading here and other sources, I decided that I really wanted a 252. So that is what I bought. Actually a 252 upgraded to Encore specs.

True. But thinking forward about how to set up my panel when I do an upgrade.

That is the definition. Yes, it is when the oil is new. Synthetic oils are naturally multi viscosity, as the viscosity by weight is based on regular oils. Non-synthetic multi viscosity oil use viscosity improvers. They are molecules that change from small to larger with temperature. So as they get warm, the viscosity increases. These do get sheared and stop working over time. But in aircraft, we tend to change the oil much more frequently that cars, so not a huge problem.

A 20W-50 multi weight oil is the same viscosity when hot as a straight 50 weight. Cold, it is the same a cold straight 20 weight.

I am a big fan of the idea of separate busses with separate paths to power. Split the the avionics so either bux gives you an AI, com, and nav. Another possibility is a separate power path using a simple switch. That is only used in emergencies (relay fails).

My plane just has a oil sump heater. So, before our recent trip to FL, I had the heater one for about 36 hours (he had to slip the departure a day due to weather), cowl plugs in, no blanket (insulated cowl cover ordered). Outside temps were in the 10 - 15F range, uninsulated, but pretty tight, T-hangar. Temp was about 69F and RH was 15.6%. Measured siting next to the oil dipstick at the top of the cowl.

You can also put the electrical and compressed air and water in overhead reels.

The really stupid one was Miramar. When the Navy built is, they purchased all the land around and zoned it commercial. So little to no noise complaints. Some developers sued to get it rezoned, and were successful, and put houses in. Now they all complain about the noise

Another voice for a new instructor. MAYBE, if the attitude flying went well, might try an approach at the end, but if you are not wet and tired coming back to the field, you have not worked hard enough. Partially joking. I do disagree that you need to train in the plane you will be flying. With modern avionics, it does help to train in an aircraft with similar equipment. Flying with CAP in addition to my Mooney (GTN-650Xi), I fly C-182 and C-172 with - GTN-650, G-1000, GNS-430, and even a Garmin 400. Some with steam gauges, some with various glass panels. They are similar enough, that switching is not a huge issue.

Yeah, that worked so well.

Well stated. Merry Christmas to everyone.

Hmm, that is what I said I did. Quad outlet every 4 feet. Installed 48" above the floor. By code, they must be GFCI protected, and in many jurisdictions Arc Fault protection will be required.