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Replace the damper or add fluid?

Contrary to a common belief; I;ve never had a problem re-installing with existing rings. Back when 100LL replaced 80-87 jugs were always being pulled to address valve issues. It becomes a larger task to address piston, hone, check gaps, re-ring etc. A caveat is to check compression...

The AD Dan referred to also SB MSA2. A stamped “V” identifies the one-piece. It can mimic LEAN operation but sooty plugs, pipes and fuel consumption is like a very RICH Mixture. It’s also possible that you still have the original 2 piece Venturi which can cause similar symptoms. It must...

Mags usually fail in flight but it’s not apparent until the next mag check. Coil failures are often heat related. 2 days ago I replaced a mag that had a new(;?) coil fail after 30 hrs. I’ve seen several that are fine cold; fail when hot and “heal” when cold!

You should probably check with your Tech on what is a “ good time”. Some folks want to have the Inspection done in warm weather but want to fly at the same time. Residents of the bayou and those of the frozen tundra have different views.

I do. It is recessed and holds “nasty looking watery paste” which I prefer to remove from engine.

The O-300 has a drain plug in front of the carb that is often hidden by baffles and is often overlooked. Quite common to find water there. You can see port in post #4.

^^^^^^^^^.

If split type lock washers were used and they cracked there would be no torque on the nuts. Not so with star washers. Was the shop asked to perform the 2 tasks or were they asked to diagnose the shimmy?

Cheese: My post reflected the 300L and I edited the L in. Evidently some earlier models were mid wing but the L is 8 inches lower. My point was it was an unusual way to remove a wing.

The Extra 300L has a 1000 hr Inspection required by AD IIRC. It is a low wing aircraft but the one piece Wing comes out the top. Daunting!

To add to Dan’s comments; the Cherokee 140 does have slip joints. These are often seized up and it is a task to correct the issue. If left alone it often results in OP’s condition, which is not too bad. What is worse is having the cylinder crack. Cracks can also occur from improper...

A lot depends on who does the conversion.

The Rockwell 112/114 and Piper PA-38 have life limits per TCDS. I’m sure there are a few more.

At one Repair Station we had a calibrated “ Master Gage” and a manifold to allow us to cal all compression tester gages and tire pressure gages. This allowed us to recal when items were dropped. We also obtained NIST weights to cal tensiometers. The folks that calibrated the torque wrenches...

It would help if the Type Clubs would contract some of the “Rigging Gurus”and video the procedures. Aircraft Maintenance Technician ( A & P) Schools do not teach Model Specific rigging procedures. Anything that helps pass the knowledge to the next generation is a good thing. In my area within...

It would be great to see a list of ALL service info free. I’ll second the “join type club” for any make. IIRC FAA welcomes their input when formulating an AD. Partial list of rigging tools needed for certain tasks follows. Do not rely that your Tech has them. Some may be fabricated per SM by...

Insufficient info.

I hope no one took my post as encouragement to do DIY with controls. USAF also has/had a system with a “ Red X” that only certain folks could sign off. It is always good to have experienced people on any task. DIY is ridiculous; having to wait one year for someone to rig a C-172 or PA-28 is...

Cherokees and Cessnas are fairly easy to rig and most experienced Techs can do the tasks. However; even the best will need the required fixtures and information to do it correctly. A shop that works on Cessnas in unlikely to have the fixtures on hand for a Cherokee or Grumman. In some cases...