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I also have presbyopia. I use a pair of photochromic occupational bifocals with the near segments set high (the top of my instrument panel). This works great for me, and I can see the fine print easily on my iPad mini (as well as my GPS display, electronic engine instruments, etc.).

For maintenance, I print the labels out for my A&P/IA, he reviews, sticks it in the log, signs, and writes his certificate number. He handwrites the Annual Inspection entry himself. I'll let you guess which is more legible...

There is an LED on the "fin". If you install the unit on a low wing AC, you likely won't be able to see it when seated in the aircraft.

My airplane (a Diamond DA40) has an operating limitation of -40 degrees. I was told by the factory that it had to do with the functioning of the avionics displays. Of course, living in TX, it is not an issue...

That's what I used. I was able to tweak the font size as well, to match the other lettering. See attached - the ELT and CO MONITOR breaker labels are by Ptouch.

So does the KAP-140. This switch was the failure mode in my autopilot as well. Luckily, with two sets of contacts, I was able to move the wires over, and voila - a no cost fix. I have several spare switches as replacements now - the original only lasted 17 years.

I have owned my DA40 for 17 years. Occasionally, the fuel pressure indicator on the VM1000 reads a couple of pounds lower than normal, but never lower than 18 psi. These airplanes have 2 fuel pressure sensors, the VM1000 sensor, and one that triggers the White Wire annunciator. If the...

Here is a link to the serial cable - it is about $10 in parts, and easy to put together: http://peter2000.co.uk/aviation/kfc225/kfc225-config-cable.pdf The diagram is for the KFC-225, but it is the same cable for the KFC-140. The configuration files are a tougher nut to crack. That software...

I used Aircraft Magneto Service a couple of years ago. Quick and good...

From the photo, it actually looks like the original lettering is still there, under some blackout tape. Left one looks like ANTICOLLISION LIGHTS. Doesn't mean that the original labeling is correct though...

I like the MRX also. It has saved my bacon a time or two. I'll equip with ADSB eventually, but I'm not getting rid of the MRX either...

Mine is a 2001, one of the oldest in the US, and I get 135 K at 9.5 gph. The newer ones are faster...

Weld small tabs on the tube at the proper locations, drill, and mount Adel clamp to those.

The ACK E-04 ICA tests the G-switch.

Exactly. The FAA approved the manufacturer's ICA. As an aside, the ACK unit has self-diagnositics for a number of faults, including inadequate radiated signal (beep code when you hit the test button).

Me too. In my case it is more of an elapsed calendar time on the oil issue, 25 hours is about 6 months for me (sometimes a bit less). Steve

I schedule my annuals so that they are ready to be signed off in the first few days of the month. That way, I get 13 months of flying (nearly) on the sign off. Any discrepancies discovered on the PMCF are addressed right away (although honestly, I can't recall any that were airworthiness issues).

I use a Rigid No. 154 tubing cutter: https://www.amazon.com/RIDGID-31652-Acting-Cutter-8-inch/dp/B001KW02FK Works well, plus you can use it for other jobs. I think I paid about $70 for it 12 years ago. More expensive now... Steve

I get your point, but that damage was not caused by rain. It was tidal surge (sea water) with lots of embedded debris.

I have a lot of the King Service Manuals on CD, but not that one. Sorry, Steve