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Not sure the specific AD you're referring to, but I just did AD 13-02-13 (stabilator cables). Looking carefully at my work order I don't see any associated avionics/re-rigging charges on this specifically, though they did other re-rigging work so something could have been included in those items.

I just had my fourth renewal, and prices have definitely changed as I built time. My first year (2021) I had 109TT, 0 in type. Cost was $2900 on a 90k insured value. Now I have 300TT, 200 in type, and paid $2500 on 160k hull value (put in a lot of avionics). So just like ArrowFlyer86 I had...

I'll concur that the retract itself hasn't caused that much additional expense. Annuals/insurance are a bit more but so far (fingers crossed) I haven't had any crazy expensive maintenance items on the gear. I also appreciate the efficiency of the Arrow. The constant-speed propeller and fuel...

Somehow braved multi-hour delayed fuel trucks and KMSN VIP TFRs and got down near Terre Haute. We didn't want to wait for long departure lines so watched from 10kft. Got flight following both ways (including in the line of totality) and the only issue was handoffs to Chicago approach which...

Just a guess, but could it be that you cruised higher in the Cherokee? The altitude range in this graph is quite low which makes the spikes look larger. If you cruised at 7000 the spikes would look relatively smaller.

This is the main point I'm concerned about. If the logbook remarks refer to the areas of operation mentioned in the regulation but don't specifically mention 61.129, what precedent does the DPE have for not accepting that? I read through the numerous past threads on this and associated letters...

This is all well and good, but as noted above some DPEs are pushing specific formatting requirements, which people are referring to as being “by the book”. Sounds like there is no such book!

Out of curiousity, is there a publication with specific logbook format requirements (e.g., referencing 61.129) published?

Why set 24/24? Why not keep the throttle wide open and pull back RPM a little more to achieve desired power? Arrow is fuel injected so you don't have mixture distribution to worry about. If you can't get the cruise power you want with the prop lever while remaining under ~4" oversquare (roughly...

Here's the documentation in question:

135TAS on 9gph is about right in my Arrow III at reasonable altitudes. IO-360 is approved for roughly 4” oversquare (this is a rough approximation but the manual has the exact range). If you need to pull throttle in cruise you’re flying too low. I also suspect the limits in the manual are over...

I'll just leave this here: https://www.longtermtrends.net/stocks-to-real-estate-ratio/

Fixed. This is why I wouldn’t take a “pilot error” exclusion either…

I think subsection (c) only adds to the ridiculousness of this clause. Say I mistime an LNAV VOR approach, overshoot the MAP, and run into a mountain. Is that "occasioned by" the "unavailibility for use" (of the burning wreckage) due to an act of mine relating to time? I decided to go with a...

They've got that covered in subsection (c) ;)

They're either behind the times or 14 years ahead of time: https://en.wikipedia.org/wiki/Year_2038_problem Or see GPS rollovers that affected flight systems: https://en.wikipedia.org/wiki/GPS_week_number_rollover

Shopping around for insurance quotes and received a sample policy with this wording: At first, I found this kind of hilarious. Thinking about it further, though, this clause seems incredibly broad: (1) "occasioned by" would imply that coverage is void regardless of if time failure is causal...

Replaced this with a GTX345 in my Arrow. Worked perfectly when removed. This is the model with internal GPS, meaning it doesn't need to be connected to an external navigator (it does need a WAAS GPS antenna, not included). Includes green tag from WisAv who function tested it on removal. The...

Wow, this is insightful! I've been debugging an intermittent alternator for a while now and after reading this checked my monitor logs. All failures occured at 2500RPM. Going to have the shop check connections more carefully.

My thoughts exactly. It's easy to jump to conclusions on the spar bolt hole because there's an AD, but if the wing is going to fail that's (one of) the first place it will. If we trust the metalurgical conclusions (no fatigue), then that would seem to imply the airframe was overstressed. It's a...