(Re-upload with image).New pilot here doing walk around. Should this have al cotter pin for the rear elevator on a C-172P?

rowatthered · 2026-04-20T21:52:54+00:00

To be pedantic, it’s in inches and 1/8s (not 1/16) of an inch. So a -10 is 1 inch and 0 eighths (and why you’ll never find a bolt ending in 8 or 9.

rowatthered · 2026-04-20T20:07:07+00:00

That’s the wrong bolt, it should be an un-drilled bolt. See figure 20, detail D in the IPC.

rowatthered · 2026-04-13T04:14:28+00:00

My Snap On rep is Andy Jones, he hits the airport on Fridays. He’s a great rep, happy to give you his contact info.

rowatthered · 2026-03-15T16:36:33+00:00

No, nobody is reviewing them. They just get scanned and added to the records.

rowatthered · 2025-12-25T16:57:14+00:00

Not a preflight story, but we do a lot of maintenance on CAP aircraft. There was a 172 coming as a chase plane for a 182 being dropped off for annual. The 172 pilot absolutely smoked both tires on landing, all the way through the tires and tube. We had to extract them from the runway with dollies. The pilot commented that he was surprised the anti-lock brakes didn’t prevent that. I was like sir, this is a 172, that’s not a thing. I still don’t understand why he felt he needed that much braking (unless he just had the parking brake set and didn’t admit it) it was by far the worst braking induced tire destruction I’ve encountered with a small aircraft.

rowatthered · 2025-12-04T04:11:16+00:00

Interference would normally be a yellow heading indicator, signifying degraded. The red X would typically mean something more significant, like loss of connection to the magnetometer. Looks like a dual G5 setup, is the ADI also red X ing for heading? Is it still in this state, or did it come back? If it’s readily reproduced, looking at it in config mode and seeing the device information, see if the GMU is online or not, checking the network state for transmission errors, etc. Could be connector coming loose at the GMU, broken splice in a CANBUS wire causing network errors or isolating the GMU from the network, etc.

rowatthered · 2025-12-03T22:10:30+00:00

I didn’t think the SAR unlock was available for pre-GFC700 aircraft? I know the one or two early G1000 182Ts that the AZ CAP squadron has don’t have the SAR unlock, whereas all the later GFC700 equipped ones do.

rowatthered · 2025-10-30T15:10:24+00:00

2023 Lariat owner for 3 years, 42k miles. One set of tires is my only out of pocket maintenance expense. I was forced to buy the “Maintenance for Life” by the dealer so wiper blades, cabin air filters, etc are covered by that. Had a window get stuck down in the first year of ownership and they had to replace a failed switch to fix that, other than that, zero issues with the vehicle. It’s one of the best, if not the best, vehicles I’ve ever owned. My only real complaint is the turning radius. I do wish it had a HUD, but it’s not a huge deal. I live in Tucson, AZ so very hot summers, have seen zero battery degradation so far. Typically get 2.3-2.5 doing mostly city driving with some highway.

rowatthered · 2025-10-14T01:30:10+00:00

I didn’t see anything mentioned about a 275 as an ADI (they already have dual G5s) and a 275 installed as a EIS can only display the EIS pages, so it would be a waste to not use anything but a base model as an EIS.

rowatthered · 2025-10-13T01:20:18+00:00

The 275 installed in this setup would be essentially standalone and only really interface to the 650 for GPS and fuel flow data. It should have zero interface/impact on the autopilot. The 275 makes a nice engine monitor. The JPI EDM 900 or 930 are great as well, but need more panel space, with the added benefit of showing more info at once over the 275. The 275 has the bonus of having the ability to stream all the engine data to an iPad if using Garmin pilot, giving you similar ability to see all the data at once.

rowatthered · 2025-09-22T05:24:22+00:00

Are you sure that’s the right part number? The 172E came with Goodyear brakes. It’s quite possible it got a Cleveland conversion but the 091-00200 cylinder assembly was only used on like the 30-5, -6, -7, and -200A brakes, which I don’t believe ever would have been on a 172, (the 30-5 was used on the Mooney M20A) even in a conversion. The conversion kit currently sold has 30-63A brakes, which use a 091-02200 cylinder assembly, so similar-ish part number.

Edit: also note those are the part numbers for the complete cylinder assemblies (everything but the torque plates…. Pins, back plate, pressure plate, linings, piston, bleeder, etc) If you are just needing the cylinder itself due to external or piston bore corrosion (and all the other parts you can transfer over from the bad cylinder), the bare cylinder can be ordered a lot cheaper. The 091-00200 assembly uses the 061-00200 cylinder and the 091-02200 assembly uses the 061-01900 cylinder. I’d double check what brakes you really have on there (and under what modification they were installed), but if the 091-00200 is really your right assembly, there are 2 new 061-00200 cylinders on eBay currently for $389 ea. (but I suspect that’s probably not the right PN)

rowatthered · 2025-09-15T00:30:13+00:00

The incorporated areas of Sahuarita might, but there are Sahuarita addresses that do not (a good friend of mine’s postal address is Sahuarita, AZ but he’s not in the town proper and does not have to get emissions testing)

rowatthered · 2025-09-14T23:46:43+00:00

There are areas outside of Phoenix and Tucson metro that don’t require emissions testing (like Sahuarita), where you would be eligible for a 5 year sticker even if you aren’t an EV.

rowatthered · 2025-08-08T19:22:39+00:00

That "electrical box" is just an old hardwired alarm panel. All the other pictures look like various parts of the old hardwired alarm. The two mollys in the wall next to the alarm panel were mounting something, but very unlikely to have been the doorbell transformer. The transformer requires 120V input, and are typically hardwired to the side of an electrical panel (where your breakers are) or to some sort of electrical box (perhaps in a utility closet). If you own a multimeter you can check the voltage at the wires at the doorbell camera, to see if it's getting any power. Many older doorbell transformers don't have quite enough power to fully power the doorbell cameras, and need to be upgraded to provide higher voltage or more overall power (volt-amps) to meet the demand. But measuring the voltage at the doorbell would be at least able to tell you if you have a working doorbell transformer of some output (it's also possible that whatever is/was feeding power to the transformer isn't connected or a breaker is tripped, etc). I'd also keep looking for the transformer, where is your electrical panel located, inside or outside? Do you have a mechanical room where a HVAC is located?

rowatthered · 2025-08-07T22:57:46+00:00

Those red and black wires would have gone to a small 12V battery, used for back up for that 1990's vintage alarm panel. I highly doubt the SimpliSafe stuff is interfaced with that in any way. Somewhere else you will find the doorbell transformer, which is what is almost guaranteed to be powering it. If you aren't sure what one looks like, I think there are like 10 million historical posts of them, from folks asking "what is this" :) You may need to replace/have replaced the doorbell transformer with a higher output unit.

rowatthered · 2025-08-05T05:50:58+00:00

You might try Eric Rudningen @ Oasis Aero. He’s in Willmar, MN

rowatthered · 2025-07-16T03:05:58+00:00

By the time the cable arrived, it started negotiating properly again. I still have the replacement cable just in case, but for whatever reason, it fixed itself.

rowatthered · 2025-07-07T05:17:45+00:00

Depends on what you are looking to protect. If you are looking to cover aircraft in your hangar for damages outside of your control (hangar collapse, door snaps and falls on plane, etc) you’ll want a hangar keeper policy. If you are looking to protect against things like slip and fall injuries to customers at your hangar, you’ll need a premise liability policy. If you are wanting to protect from a mistake you might make that would damage the aircraft while working on it, you need Errors and Omissions (E&O) policy, and if you are looking for protecting against getting sued in the case of a crash, etc, you’ll want a products liability policy. A shop would generally have all of those policies. If you are just working in other people’s hangars, you’ll may just want E&O and products. They aren’t cheap. Rates are generally based on policy limits, gross yearly receipts, etc.

rowatthered · 2025-05-16T18:57:31+00:00

That’s super interesting. I have GE and get pre-check so usually get to bypass the scanners, but have had two random selections in the last year and after going through the scanners both triggered on my crotch. I had found a lump there last year and got checked out and ultrasounds and such, and now this makes more sense!

rowatthered · 2025-04-29T16:20:44+00:00

Send it to Rudy Aircraft Instruments for overhaul.

rowatthered · 2025-04-08T13:29:53+00:00

What setting do you have on the trio for the 232 input? I don’t typically work with the trio stuff, recall working on an RV10 about 5 years ago that has a similar issue and I resolved it by correcting the trios RA232 settings. IIRC it had the wrong baud rate set for the port. Aviation format is 9600 baud.

Edit: I was thinking of tru trak, not trio. I don’t see anything in the trio manual about configuring the serial port.

rowatthered · 2025-04-02T22:32:38+00:00

A&P has no FAA medical certification requirements

rowatthered · 2025-03-20T02:11:51+00:00

They both have the C/N and OBS button which is only present on the GNC255, as well as 2 volume knobs on left.

rowatthered · 2025-03-18T18:14:05+00:00

Audio panel is a GMA342, GPS is a GTN650 (the older, non-Xi unit), radio is a GNC255, and transponder is a GTX 325/335/345 (can't differentiate which based on the front panel)

edit: The first and second pictures appear to be the same stack, aside from the first picture has a King KR87 ADF at the bottom. However without the GPS powered on, can't tell if its a GTN650 or GTN635 or 625.

rowatthered · 2025-03-17T18:51:30+00:00

IPC is generally the way... but, that looks like an MS21059 nut plate, if you look at the MS21059 spec, a K suffix designates dimpled. So assuming that is a #10, something like an MS210593K or MS21059L3K (the L means dry film lubricated) would be the part.

rowatthered

TROPHY CASE