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I agree with above but I see no advantage of using it to look into my cylinders as a compression test tells me more; however, they are great for for finding hidden airframe cracks such as the Cessna AD concerning the strut to fuselage inspection.

Move to the beautiful interior Mountain West and corrosion problems virtually stop.

No, but there are spray devices that can create a fog of diluted oil which might be forced into the oil cap entrance and if an oily mist comes out the breather pipe then there is a good chance of an oil film on the cam. I once used a device like this to mist oil on a saw blade cut when cutting...

I would not worry as much about the mains because capillary action would hold oil in the main and rod bearings but open cam surfaces are much more likely to lose an oil coating.

I had to replace ignition switch so I lost drilled a hole in the handle of the door key to identify and use two keys. So what?

White on all horizontal surfaces. Only use color on vertical which receives less UV/unit area. Or just look a autos: metallics are pretty but really look bad after a while. Aircraft paint is automotive paint.

A Spanish speaking girlfriend works even better. Guaranteed.

Not as long as my first true cross country: 1200 miles in a 65HP Aeronca Chief

You can make an oxy set up for a few hundred dollars using a medical regulator. If you use the welding type connection could even refill at a welding shop with a simple homemade adaptor.

I don't need to worry about ice in pushing my C-210 at home base hangar (AZ highlands) but since my winter destinations are mostly to ski country this could be a problem especially if tie downs are not taxi through. But a powered tow bar isn't something practical to carry in the plane so I...

I agree that tire pressure makes a big difference so I over inflate by 5 PSI or more so I can hand push my C-210. I find no problem in over inflating. The cost of greater wear in the center is easily offset by avoiding the cost of a tug. And over inflated tires reduce takeoff run. However...

Cheers to Cessna. I wish mine were on my '64 C-210D.

The gross weight number is an arbitrary choice from an engineering standpoint. What is safe depends greatly on what performance is needed to take off, climb and to clear terrain. Under gross could be dangerous and over gross quite safe. As to structure wing stress is limited by wing lift not...

I was flying about 9000' south of Tucson when I made a successful phone call; however, the call was made via a Flagstaff cell tower hundreds of miles away. Flag is 7000' altitude and the tower could have been on a higher hill top.

Something that maybe of interest is that according to talk give by a FAA fatigue specialist (at an AOPA summit when these still existed) is that planes built under the older CAR3 standard were often stronger since the designers voluntarily chose a greater than required safety factor due to...

You were lucky there was a FBO. Not all airports have a full time FBO. However, an emergency tire and tube might be available at a garden supply at a big box store or building supply which are often open every day until late.

Since you seem to be flying a Cessna I hope you replaced those ridiculous Phillips head sender screws with hex or socket head screws so you can easily tighten/remove without dropping the headliner.

If you have a tube you can always take a taxi to town where some shop will have bead breaker and jack. All you need is the adaptor so a jack can lift the wheel or you can even block up the wheel axel and dig out dirt from underneath. I have changed auto wheels sans jack this way in an emergency...

If TEL were in short supply the how is that I have never been unable to but 100LL? Seems like plenty of TEL based on my purchases.

Since it is quite hard to stop a prop by slowing close to stall it shouldn't take much of a dive to start it spinning.