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Sell it as-is and let the buyer deal with the FAA. Most of the advice you’ll get is from guys who haven’t done the E-AB process. It’ll be simple for the buyer to move forward with it as he/she sees fit. Best wishes.

Ever dropped a spring gear plane from a few feet up in 3-point and too slow? Did it bounce? Of course not.

Get a checkout with a qualified instructor if you feel you need one. There’s nothing difficult about flying a 180 in normal conditions, especially on small, hard tires. The gear doesn’t bounce. If you drop in on the mains, the tail drops, and it bounces? It tried to fly. You had too much...

Since the Alaska Airlines plug blow-out the Max is probably the most inspected, scrutinized jet in airline history. I fly on them regularly.

Does you oil pressure come up to normal in 10 seconds? Mine doesn’t. I pre-oil by removing plugs to improve cranking speed and cranking 2-3 times for about 30 seconds each.

That’s urban legend. I know lots and lots of seaplanes that get dry docked outdoors for 7 months every year. No problems. A neighbor inherited a garaged c-150 that sat unpreserved with a low time overhaul for 15 years. The engine inspected perfectly. I see old engines wear out, but not suddenly...

Lycoming and Continental say overhaul is required at 12 years calendar time regardless of hours. How many private guys do that? None that I know.

Easier the windshield removed. Mine was replaced when I did an interior, panel, and window overhaul. New sheet metal and covered with Naugahyde. Selkirk makes fiberglass glare shields for Cessnas. No idea what it takes to fit and install one in a fully assembled plane...

Flying in the wind is easy. Sometimes landing isn’t. You can choose to take off but once you do? Landing is inevitable. Tell your favorite instructor that you’d like to get some training in winds. Takeoffs, landings, maneuvers, stalls…. Learn to manage it.

Hand prop it and charge it in the air.

I use fuel flow based on my MP setting, so I guess it takes care of itself. But I rarely fly above 3000' so I don't need to pay too much attention to altitude. My control of EGT is primarily to control CHT, and in my planes there's a clear correlation. Honestly I could set fuel flow based on CHT...

Do you know your airplane well? I don’t look at EGTs. I look at fuel flows. Fly your plane enough to correlate them. Much easier and faster for me.

They (Camguard) published ASTM test results right from the start.

I’ve used Camguard for years and have no issues with it, but I do wonder how Cortec Vpci-336 compares to it. I have and use both.

Those who ***** the loudest do the least. Hypocrites all. Pretty sad.

No screen protector. No case. My mount is self-stick velcro. Works great for two iPads in two different airplanes. Both are wired. In the Cessna it fits right over the top of my old Aera in a Gizmo mount. In the Cub I screwed a Lexan plate to the panel above the G3X.

A Continental’s cam isn’t submerged in oil, if that’s what you’re implying. It does sit low so isn’t in the condensation cavity like a Lycoming but Continental cams fail from corrosion, too, just not at the rate of Lycomings. I built engine dehydrators for my planes now that they live indoors...

Try that on a Lycoming. Continentals aren’t immune but they do have better resistance to cam cancer. In any case, it’s a poor way to preheat cylinders. The colder the ambient temps the more that’s true. Air cooled cylinders are designed to be cooled by outside air. At any rate, y’all should do...

Bottom heat promotes corrosion. Geography has nothing to do with that.

That heater won’t burn 6+ quarts of oil sitting in 250# of chilled steel and aluminum. I wouldn’t use one on its own any more than I’d use any sump heater without a top heat addition.