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True. Before getting into aviation I used to race cars at the amateur level in SCCA. I do my own mechanical work, yet even so my total car expenses (especially on tires) turned out to be comparable to the ownership costs of my C-172. And I did not own particularly exotic cars. I still like cars...

In the short term, sure. In the long term, the vibration from running rough takes its toll not just on the engine but everything physically connected to it: mounts, alternator, etc. Exactly. The power vs. mixture curve is asymmetric. It drops off slowly rich of peak, and it drops off quickly...

This is similar to my experience buying a C-172 with a O-320-D2G engine in 2008. All tests said it was healthy at about 850 hours SMOH, though we didn't inspect the cams because doing so is too invasive. I got 9 years / 900 hours of out it, when one cylinder had low compression. Burned exhaust...

Magnetos can be reliable. We don't actually have to rebuild them every 500 hours, only inspect them. And those flying part 91 don't even have to inspect them (it's not an AD), though it is a good idea to do so. If it passes inspection, as it often does, put it back into service.

The schools & instructors I've flown with over the years had the opposite attitude. People > airplanes. My responsibility as PIC is first to people on board, only after that the airplane. Most of the time there is no conflict, what's good for one is also good for the other. This may be what...

In an emergency you don't need as much space as you might think. For a quick estimate, assume 5 G is the max accel for a crash with high survivability, and you touch down at minimum controllable airspeed of 40 kts. At 5 G you come to a stop in only 14 feet / 0.42 seconds. A small spot can make a...

I also installed mine a couple of years ago. The AI has been solid, though something similar happened to me about a month ago on a long x-country flight. The AI started showing wonky TAS and DA values, even though the OAT looked OK. I thought maybe something wrong with the air pressure line to...

Good call. So the AVMag should be out in the wing away from EMI, and it is sensitive to orientation. The AV-30C install menu setting should be selected to use it, and it needs to be calibrated. The AVMAG calibration is not just the "GYRO CAL", that's a different thing. See the latest version of...

I went through this a couple of years ago when I eliminated the vac system from my airplane and installed a pair AV-30C for AI and DG. The AI has been flawless. The DG, not so much. If you don't have the magnetometer, the DG will drift. A "good" one will drift about the same as a mechanical...

Another common limitation of umbrella policies is to cover only accidental or unintentional acts, not all lawful acts. For example, if you use force to defend your family from someone attacking you, that is a lawful act but not an accidental act. Even if the local DA gives you a medal for...

The FAA does specify the maximum distance to touch down after the aim point, perhaps that will suffice as the definition. My ancient copy of the PTS say at or within 200 feet beyond a specified point.

Something like 70% of the servers on the internet run Linux, so its security is not due to obscurity. That said, many companies do put add-on security software on Linux. But whether that is due to technical necessity or to corporate policy, is an open question.

My Linux machines are running fine, as they always do. The Windows machine that my company provides is down because they use Crowdstrike. Here's one way to fix it: Part 1: if you use Bitlocker (skip if you don't) Hold down F8 while booting to get to safe mode On the blue screen, press F8 once...

Lots of good advice here. At the risk of repeating some of it, I'll explain how I do this: keep it simple. The goal of a short field landing is obvious. How much kinetic energy you have determines how long the landing will be. Since your mass doesn't change, KE is your speed. So fly the final...

Last I read, Canada ADS-B is satellite only, no ground stations, and required for GA only at 12,500' and higher.

IME, the TailBeacon GPS barely passes the FAA ADS-B performance test under ideal conditions. I had to install filters on the radios, modify the grounding at the tailplane, solder instead of crimp its power line, even replace the switches in my panel, just to get it to pass. After all this work...

Agreed, that is how I interpret the Lycoming guidance.

True. The point is there is something wrong with the engine that needs attention - whether or not it is an overhaul.

If you combine both limitations, you could fly with only 2 qts in the sump while the engine burns 1 qt every 4 hours, which means as soon as you take off, the engine won't have enough oil.

Sure, and Lycoming also says that an engine can burn up to around 1 quart of oil every 4 hours, and still be airworthy (0.006 lbs. / HP / Hr). Of course you would never want to get anywhere near that. These are maximum/minimum limits - not recommendations.