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That pulling off low time, perfectly good cylinders on my Conti is more an example FAA arrogance and stupidity than anything else. Why did I need to junk cylinders due to a calendar time limit? What does calendar time have to do with potential fatigue problems. I have a pile of IO-520 cylinders...

Why not from Superior? Usually cheaper better.

This, for me, raises the question as to why you even live there? The only worst place to store your plane is under water.

I take no passengers unless the are in my close family. $100,000/pax barely covers an ingrown toenail.

Screw the old empty filter back on. Forget adding oil now. Or screw the old filter back on, safety, add oil and just go fly. Oil change intervals are very arbitrary numbers; very dependent on the type of flying (from an engineering standpoint). The original numbers on my IO-520A were change at...

Isn't it wonderful that we have someone in this world that has never broken a single regulation. Imagine never a speeding ticket. Never a parking ticket. You should apply for sainthood.

Liability can greatly exceed the value of almost any small GA airplane. Liability first.

The good news is that the delay in getting a new crank will let you put food on the table a bit longer but your guessing price seems low. Have you verified?

On my IO-520 I have had several. Since I am the ultimate DIY guy I simply pulled the cylinder, took it to an engine shop where they replaced the seat and installed a good used valve. This was, maybe 15 years ago, and I paid the shop under $500 total. You can buy an entire assembly brand new for...

Ace is definitely the place. Try both metric and SAE nuts of about that size since it depends where the switch was made. They are cheap.

I can't help with tour operators but I have flow this whole region may times in my own plane. Also, rent a car and drive that road that leaves the north end of town and follows the Colorado river as it is spectacular from the ground also. Don't remember the road number but there is only one.

I have the same transponder in my C-210D and it has been trouble free for many many years. I installed it my self along with the altitude encoder and got a signoff. I was not difficult to install but it was so long ago I do not remember details.

If there is something abrasive on the windshield use your bare fingers to gently dislodge first and flood it off with water to keep from scratching.

I agree. Power off stalls not so scary but power on are more violent. The first time I did a spin I was terrified as the plane, an Aeronca Chief, seemed to be pointing straight down. But that big rudder stopped the spin instantly. So the idea is to do really scary but not dangerous things...

If you want to be a really good pilot start out in a taildragger such an Aeronca or Citabria. Just rent.

In my C-210D I care more about saving money than speed. I use 150 Knots and 13 GPH with Gami fuel injectors. I go a little faster and burn less fuel but this is conservative for planning; 14 MPG in reality.

Honestly my price was from a few years ago and it's what insure it for. Mine has 1300 hours since a major with all new cylinders, new crankshaft and new prop. Always hangared in Arizona too. Thanks for the warning. I have had it since 1975 and it was been a super plane. I guess I will need to...

Look into the C-210 1962 thru 1966. Fast and strong and very roomy. That 21,000 foot service ceiling can be a life saver to top IMC. Mine in the pix has been to 23,000 feet moderate load. And a bargain under $70,000 in excellent condition.

They will definitely dig in to soft sheet steel as well as provide spring load. At least the version my father invented, Everlock, but maybe not competing Shakeproof which has a different tooth design.

Well as somebody who thinks for himself I question this for exhaust valves. It's valve leakage, at least in TCM engines, that CAUSES the burning so you will see leakage BEFORE burning. TCM valves cool by seat contact and as soon as there is poor contact and therefore blow by you will then start...