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For myself, the Pponk/C401 upgrade is the best STOL mod going. Most pilots can get a Cessna in shorter than they can get out. Especially with obstacles. More power and thrust fixes it. Keep in mind the early 180 gross was 2550#. Mine is 3190#. Most other guys’ are somewhere in between. The...

What’s your empty CG? My 180 is equipped the same, has a firewall Odyssey, and hydraulic ski plumbing in place. Empty CG is 38.7”. No problems with any flight loads except running really light with Fluidyne skis. That empty CG is 33.2”, and that’s simple to manage.

I’d use 303 protectant because it’s what I have and what I use on all my rubber that’s exposed to UV and weather.

The only difference between 470 and 520 cranks is the oil transfer. My 520 crank required machining my 470 case for the 520’s oil transfer collar. I’ve never heard of anyone converting a 520 case for a 470 crank, but that’s why I asked.

With what crank? An -S crank isn’t compatible with the Pponk mod.

520 crank, too? Mine is a 520 crank and a 100 hour Phase-3 470 case that had the oil transfer modified for the crank. There’s very little difference between 470s and 520s, or 550s for that matter. If I wanted to go all-out I’d get an approval for a cross flow 550, but the investment wouldn’t...

Ya, I have a drone license and am quite familiar with the regs. Because he can isn’t a good answer.

In that proximity the drone operator should have had FAA permission to operate and incoming aircraft would be notified of UAV activity. We have lots of helicopter traffic at my home strip and I’ve never seen one at 200’ when 1000’ from a runway. Same for fixed wing. Why would any pilot...

Unless the drone was on the approach or departure end of a runway? There shouldn’t be any aircraft at 200’.

When you find what you think are excessive variance in CHT and/or EGT between cylinders. Let alone when one of the senders goes wonky and you pay a mechanic to inspect a cylinder. You’ll find out.

The monitor is the cheap part. Chasing the numbers is where the money gets spent. Pay attention to what models are approved for primary replacements, and also what the cost is to re-issue an STC permission letter to authorize its use. A deal on used equipment isn’t always a deal.

Most likely a ski check cable failed and the ski came up and hit the struts. The forward cable attach on a Cub isn’t in the best place if the rear cable fails. I also heard there were eagles in the area so he may have hit one. They’ll figure it out. They probably already know. The report was...

I disagree with any statement that EGT monitoring is bad or unnecessary. EGTs are indicative of conditions. Why these EGTs rose differently than usual on that occasion is curious. In a similar RPM/MP ground run I doubt full leaning would duplicate those temps. It’s a head scratcher. At full...

Looking to spend money? Tygon hose is good in the cold and the hot. I’d suggest keeping your hose warm until you need to put it on the fitting. Warm oil will do the rest. I use a soft/flexible rubber fuel hose from NAPA.

Two, and they’re the only two airplanes I want.

I’ve never NOT had a propellor logbook!

Where did you install the temp probes? Do you have a mixture control? When you reduced MP did you leave it full rich? Temps that high would make me think you were exhausting burning fuel. My first action would have been to adjust mixture to see if the temps changed.

BTW, a factory assist built Bushliner Cyclone less interior, panel, and firewall forward is $630K. Be careful what you wish for!

4 place Supercub. Cyclone (Skywagon clone).

FWIW, Continental cold start instructions say NOT to leave preheaters on continuously and cite corrosion as the reason. But what do they know, right?