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Just wanted to give a minor update. I flew the plane to another airport that I frequent for service. No issues at all with the flight. The plane made full takeoff power, I climbed to 6500ft above the airport and hopscotched airports over to 7B2 where it will be looked at. Aside from the higher...

On closer inspection using an optical tach the mag drops were 120 left and 150 right. I guess the mechanical tach isn't accurate. If anyone wants to hear what the engine sounds like I''ve uploaded a video here: Engine & Mag Run Video It may be hard to discern from the video but I'm wondering...

Jim, You actually read my mind about doing a runup and aborted take off and then climbing up above the airport and following airports home. As an update, I flew a different mechanic to KORH. We replaced a couple of exhaust gaskets that looked iffy. One of them clearly had a hole that you could...

No leads were disconnected or disturbed. The mags were only rotated for alignment. There actually wasn't much of an adjustment at all.

Primer was in and locked. Also just had the prop dynamically balanced a month ago. Hard to imagine something happening to the prop since then that isn’t noticeable on a preflight. Thanks for sharing your thoughts.

Hi Tom, Thanks for the suggestion. My PA28-140 has a serial number outside (above) the range specified in the AD. Do you think it's still worthwhile to remove the muffler and inspect?

The mags are solidly attached and do not move at all. I could feel some excessive vibration before which made me suspect mag timing and so that's why I had that done. Also, the outbound flight to KORH was after the mag timing and seemed fine.

First off, it's much better than it could have been as nothing happened while flying. Friday, I flew in my PA28-140 with a 160hp O-320-D2A, to a Class D airport about 37 miles away with no GA service (KORH) for some work . Worked in the area for a couple of hours and when I returned and started...

Reduced...$1599

So you're saying might as well just spend twice the price then? Must be lucky to be you! :)

I have a nice King KX 155. All Nav/Com functions are working. I understand that this version also supports an HSI (King 525A) but I was only using it with a KI 209 Localizer. It does not have a glideslope. It comes with a mounting tray and connectors. Photos were taken May 25, 2018. Asking...

If my friend takes me for a flight in his multiengine aircraft can I, as a PP-ASEL, log that time at the controls of a multi-engine aircraft? I understand that I can't log PIC, but can I log the flight time?

Thanks for the info/link! I'm not sure I understand what receiver you're referring to. I'm only talking about the Garmin 330es transponder and 430w talking to each other and displaying the traffic on the 430. I don't mean displaying traffic on an iPad or other external device.

We just had a Garmin GTX 330es installed to go with our existing Garmin 430w. I thought I'd see traffic and weather on the map. I see neither. I'm not getting an error or anything, the 430w just looks exactly the same as it did before. Could there be a setting in the 430 or 330 that isn't set...

Several nautical miles before your destination over water/mountainous terrain etc., inevitably you'll hear on the radio: "N12345 radar services terminated, squawk VFR, frequency change approved" I know I would rather be on a flight plan.

I meant that the Cherokee 6-260 is economical enough that you'll save on things other than fuel.

The Beaver qualifies but it's big money. I don't think you'll find something where the fuel cost savings won't be outweighed by the cost of the aircraft. My personal advice would be to go for a Cherokee 6-260. Very economical compared to others. If you insist on pursuing this you could check...

Hi Mike, I sent you a PM/Conversation. Hish

Is a functioning EGT gauge required for a Piper Cherokee 140 to pass an annual inspection? Thanks, Hish

Sold!