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Preheating addresses two systems. Heating the oil improves flow and promotes oil pressure in minimum time and warms crank, rods, and cam. Heating cylinders promotes quicker ignition and warms cylinder bore, heads, and pistons. A good preheat systems does both. Parking outdoors in Alaska for 25...

A few drops of water in the carb bowl. Drain the bowl or add some isopropyl fuel dryer.

My wife may reach 5’ on the tiptoes and Zulu 2s work fine for her. She used DCs and Sennheisers prior to these. Daughter never had any trouble with adult headsets as she grew up. I’ve never heard anyone complain about ear cups being too big.

Did you do your own? Are you a trust attorney?

Gas ranges that I’ve bought all came with the LP orifice in the box. Switching it is simple. We’re on propane and the only thing we had to do after the orifice swap was adjust the low flame setting on each burner. A 4 year old can do it.

I’ve had a few Vikings and all were troubled. The new house has a Z-Line and we’re loving it. Ours is dual fuel (LP gas cooktop with electric ovens) in the 60” size but they make smaller ones. Professional grade stainless ranges for a lot less than Viking and they work better, too!

10K sq ft at $100 per is a million bucks. That would be unrealistically cheap where I live. It’d be near double that in my neighborhood.

Your shop is telling you stories. Garmin has had huge success with the G3X and your story is unique. I followed the manual and mine works great. Anyone who’s installed one would have recognized the wire deviation very quickly.

An IO-550 is a big expense. Pponking it will be the better dollar/hp value. In either case it’s the prop that does the magic so include that in your cost estimate.

Garmin is VERY specific about the wire required for installation, and it’s very expensive. I remember it well. That the installer tried to cheap it out and their action created problems isn’t Garmin’s fault or problem. Criticizing them for the installer’s mistakes is misguided. The G3X support...

This is an interesting problem. Temp trends with and without cowl are inverse to what’s expected. I doubt the cowl has anything to do with it but the inverse trending probably does. I’d get a different installer who’s familiar with the G3X to go through the installation and wire terminations...

Simple strait wire cable and a bug nut. Atlee Dodge is where I get them.

heck, my daughter’s a lawyer and teaches law at a major University. She uses the same trust attorney I do. She says trust law is a specialty most attorneys don’t understand!

My world revolves around our family’s S Corp, so my comment reflects that. Another example of why a trust attorney is important.

Keep in mind you can’t put LLC or corporation shares or assets into your trust.

It’s a pressure cowl. The air flow from top to bottom is what does the work.

Power loading is a flight thing. Engine loading is controlled by the pilot. At 2700rpm the engine is making max power regardless of aircraft weight. Read the Lycoming operating manuals and bulletins. The OP’s temps are normal. If this temp is a new development? My response would be to run some...

There’s nothing wrong with temps to 425° or a little higher in climb. Lycoming recommends 400° or less for 65% power in cruise to maximize engine longevity.

Continentals will have cooler oil temps than Lycomings. My Cub has adjustable oil cooler ducts but I leave them open even in cool temps. My 180 needs tape year round. I use one full strip in summer and nearly 100% coverage in winter. In either case my oil temp in the Cessna shows about 165°. If...

That’s a question for a trust attorney in the state the assets are recorded in.