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Hartzell used to require NDT of their blades after the blades were dressed, as well as using a 10x to inspect the repaired area. There was enough push back that they changed the word "shall" to "recommend" the NDT portion. Instead of NDT, why not get a 10X magnifier? Cheaper, more versatile...

All three are orphans. Cheyennes are maintenance intensive and if they are not treated right, they will eat your wallet and patience in short order. If you think finding a good mechanic for a 182 is hard to find, imagine what it is like for such a specialized aircraft like a Cheyenne. The PT6A...

Besides fixing/replacing the cylinder, I'd also be looking at the exhaust flange for erosion and a true flat surface. And if the cylinder is repaired, the exhaust will fit differently compared to the others. Shimming might be in order for a leak free fit.

Just remembered this site, in case you'd like to see what happens to water in a 150 fuel tank. http://www.sumpthis.com/cessna150andcessna152tanktest/cessna150tanktestimages1024x768.htm

There is a good STC to install a quick drain in the fuel shutoff sump line that usually has a lockwired plug or cap in it. Located on the belly. Allows you to drain the line at each pre-flight versus only at annual. Un-modded ones always get looked at during annual, right? o_O This should be a...

I figure the owner of the aircraft I look after spent millions of dollars on them, including tech support. I never hesitate to call, know them by name.

I was troubleshooting a slow starting Seneca. Looking at the cable between the solenoid and starter, it just looked odd. Metered it and it showed a big voltage drop. Removed it and it was 'crunchy' and had a small bump in the middle. Opened up the insulation and it was powdery inside. The bump...

Variation correction is via a database that is updated from time to time. Deviation correction is done at the install to 'calibrate' the system to the aircraft.

I work on mostly turbines. They seem to have a variety of different clamps, though most are the WH series. Yes, they will swell if contaminated with standing oil, but there shouldn't be oil everywhere on a plane, should there? o_O WH series metal is stainless steel vs aluminum for WDG. Also...

http://www.zeftronics.info/documents/troubleshooting/tshoot.html

I don't, as long as they are the proper size and are tight. As Dan stated, a loose adel clamp is just as bad as ty-wraps. Those get replaced. I like the WH series, white cushion. A bit easier to fit than the WDG style.

Elastic bands to hold the shower valve open. A good, light weight backpack. Loved going to the float base. Restaurant in a quonset near the vintage section had the nicest breakfast sandwiches.

Do you remove the adel clamps to inspect under the cushion every annual? o_O

Where is Tom D? This is right up his alley.

Lycoming Service Instruction 1427C. Field overhaul break in recommendations.

New 172's (G1000) require the wingtip strobes. As was said, depends on the specific aircraft.

It is his engine. He can run it as he wishes. Beyond a mag check, I would advocate for the cowls to be on, but that is me. Why? Because it is not my engine.

I like to think so.

I had to take my friends Cherokee exhaust all apart and get the locating holes welded shut and then reinstalled with new clamps. Someone had installed it with alot of stress due to misalignment. Mouse Milked the slip joints to free them up too.