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Yes, hook up is easy but in my experience once your behind the panel other things end up getting fixed or modernized and a $2k instrument turns into a $7k project. The AV30 is a bit of a gateway drug.

I’ve got an AV30 in my RV4 and I love it. But I don’t want to open the Pandora’s box that is an avionics upgrade in a certified plane...

I know, I should upgrade to an AV30 or a G5 but I’m not ready to go there just yet as it won’t stop with just one of those. my vacuum driven attitude indicator is not indicating correctly and I suspect that it is ready for OH. what shops are generally regarded as doing good work for a fair...

Thx folks, I found some 1/2 gallon mason jars in the house that will probably work fine.

Yes, typo. I changed the title...thx!

I’m using Royco 756 which seems to only be available in non-resealable cans. What type of plastic is safe to store the remain fluid in? thx

Only thing missing is the starter which isn’t in-flight safety related (for the most part). Mags are new, carb was factory OH’d, new spark plug harnesses, no fuel pump in this bird.

Thx. I’ve got a new to me 182. 50-hours SMOH on the engine, 300 hours SOH on the prop and 1890 hours on the Woodward...probably should get it OH’d at next annual although it seems to work fine.

The current Official info on the Woodward websites is listing a 500 hour TBO for their piston prop governors which seems ridiculous. In the real world are most folks taking them to engine TBO? Thx!

based on the email they just sent me I don’t think anything is imminent or even close but at some point it could be a nice option.

Yes. all the o-rings were replaced a few weeks ago but it is leaking already. I’m hoping maybe one of them got damaged upon reassembly so I’ll give it one more chance but as others have noted it may simply be worn out.

In looking for shimmy dampener replacement options for a 182E it seems that neither the Lord option or the McFarlane option will fit. There is a compatibility gap with both of those companies as far as new shimmy dampeners are concerned with the 182E through 182J (1962 - 1966) where it seems...

I assume the data for that chart was generated using fresh oil; any idea how / if it changes after the oil is in service for a while?

I’m new to owning an O470-r and as we head into summer am thinking ahead to oil choices. I normally run Phillips XC20-50 + camguard but given that these engines were not originally designed around multi viscosity oils I’m wondering if I should go straight weight in the summer? anyone here ever...

Insurance. High costs for aging pilots is driving them out of retracts and high costs or refusal to quote is keeping young / low time pilots from buying them so the pool of available pilots is really small so the prices have to come down.

I fly an RV4 and a 182...I’m glad I get to fly the -4 or I’d forget what a rudder was. seriously though, there isn’t much rudder input needed on climb out in the 182 and the pedal is pretty light.

I have developed a familiarity with the compass and the intended direction of travel.

I’m no expert on crash physics but it seems reasonable that if one is to attempt a forced landing in anything other than a field there is a possibility to clip a wing on a tree, light pole, etc which while not getting t-boned would result in an impact other than straight in.

How about in the event of a crash and rollover or an impact that isn’t straight in? Seems that 4-points would be much better in keeping you in place if you end up making an emergency landing off field and it doesn’t go perfectly. based on the concept below it would seem that a crotch belt...

What component suppliers would one select for this method?