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Just the P210, I believe. Pressurized, so as few compromises to the cabin sealing as possible.

Not quite. A vacuum gauge rests at zero when there is no vacuum, and when there is vacuum, the reading is giving the differential between the ambient air pressure and the vacuum. The vacuum gauge's case is vented to allow ambient pressure to work on the outside of the Bourdon tube or diaphragm...

MAP is the better term. Manifold Absolute Pressure. When the engine is not running you will see the current barometric pressure on the gauge.

Then it's not likely a grounding issue.

The engine and alternator are poorly grounded to the airframe. Switching in loads causes a voltage drop, so the voltage regulator intensifies the alternator field to get more amps for the new loads. If the engine/alternator grounding has even a little bit of resistance, some of the alternator's...

Airplanes like the Cirrus and Cessna Corvalis have metal screen embedded in the composite to take strike safely through the airframe. Wooden airplanes, if they have no wingtip-to-wingtip and nose-to-tail wiring, can explode. The moisture remaining in the wood turns to steam and blows structure...

All that stuff is on the manufacturer's inspection checklists and/or in the manuals. The holes in the panel for the screws that retain the attitude indicator and turn coordinator are slotted, and the mechanic is supposed to make sure the instrument is level with the airframe, as measured...

False equivalency. Between the Wrights and the late 1940s, engines developed much more than they have in the 75 years since. The changes since then have been mostly metallurgical and in lubricants. Magnetos are a perennial source of problems, mostly since the majority of owners ignore the mag...

Cessna often uses AN6 at the firewall. Even on the 185.

Mounts should be replaced, not rotated. Their rubber gets hardened and sometimes cracked. I have found mounts sagging so badly that the engine's mount lugs are banging on the mount bolts. That can get ugly soon enough. Even the Dynafocal mounts sag. The mount sets are designed to resist that...

Engine failures kill people today just as quickly as they did in 1940. That's why the standards are still there. And since electrical problems are the single biggest source of engine problems, as we use more electronics in the engine's operation we have to be sure they don't quit, or have...

Remember that SMA found out for themselves at great time and expense. $1 billion dollars by the time they had only 50 or their diesel engines flying worldwide, and they all had problems that cost even more money to fix.

An engine mount is designed to take 9G vertically and forward/aft, if I remember right. 3G sideways. Now, a bolt through that tubing cannot carry nearly the load as a tube in good condition. The wall of that tubing is typically only about .035" thick; that's the thickness of ten sheets of...

The pilot would have to instantly stuff the nose down steeply and keep it there with near full-down elevator. The firewall would cause lots of drag. But the L-3 is a Cub. A Cub can just barely kill you. Something like a 172 or 182 would be a different animal with no engine and prop weight.

Doing it right means taking the engine off the mount, then removing the mount from the airplane, and getting it welded up by a trained and competent welder. Engine mounts are not something to take lightly. What would happen to your CG if that mount failed and the engine fell off the front of...

The change is gradual, and the only sound change is the engine working less. Most pilots won't spot that. A 172 has a fixed-pitch prop and the RPM will fall as the carb ices up, unless an oblivious pilot just keeps adding more power. The 172R and S don't have carbs to ice up.

Well, with a constant-speed prop on a carbureted engine, a falling airspeed indicates carb ice. The RPM won't change for some time. The governor will keep reducing the pitch to keep the RPM the same, but that lower pitch reduces airspeed. If the pilot doesn't check the MP, he'll just add more...

Pegged? At zero or max? Something's not right here at all. Disconnecting it should not move anything unless there was a bit of pressure trapped in the pitot system.

If either of them leak or have water in them the indications will be faulty. This is in a 172B. A very old airplane. IIRC all the pitot and static plumbing was aluminum tubing that is prone to corrosion and loose or leaky tube fittings. An airspeed that fluctuates between 40 and zero screams...

In some of the 172s the tab will be up a few degrees with the trim in the takeoff position. Adjusting the system to have the tab neutral at the T/O indication will result in having to rapidly trim nose-down after takeoff. Pilots hate that. The manual gives the rigging procedure.