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Nice

Today, I came across an update that Swift had quietly added to their website recently. It describes their planned rollout and phases of engine STC additions as they expect it. https://www.swiftfuelsavgas.com/assets/users/general/Swift_Fuels_-_100R_Transition_Plan_-_09-30-2025.pdf

Same happened to me just recently. I replaced it with LED. It was a simple replacement. Whelen no longer carries the 12V ballast and they couldn’t tell me how to check if the bulb was bad. A bulb is $300 IIRC the LED was just north of $400. It was a simple decision. Sent from my iPhone using Tapatalk

Does not appear to be any new information of value as related to the AeroCruze 100 autopilot installation. All issues need to be addressed by Duncan Aviation and them alone.

On a recent flight the landing gear down failed to come on even though the gear was down. I checked the lower indicator and it showed gear down. i slowed the aircraft and the gear horn did not come on. I recycled the gear and finally the landing gear light came on. Anyone else ever had this problem and what was the fix? IS it the bulb or the wiring or a switch.

They already announced it!

I have my reasons but I will not be supporting the new LASAR at all. I was a customer when it was owned by the class act of Paul and Sheri.

I LOVE tail winds…

Gents, does anyone know the correct inner diameter of the crush washer for the M-113 CHT probe on an IO-360 A3B6D? I think it’s 3/8, but I’m not sure. I’m not in the hangar to check and need to order. Many thanks, Martin

Don't give them ideas!!

The RAM clamp worked for me.

This unit was in perfect working condition when it was pulled from the aircraft (M20R). The Aspen EFD 1000 was replaced with two GI-275 units for better integration with the new Garmin autopilot. All components listed above for $3200 OBO. Prefer to sell the Aspen in its components as a package. But can sell individual parts if needed. Components included: Aspen EFD 1000 display EA 100 adapter Analog converter Remote sensor module (top mount) all cables and connectors in pictures below Please contact us for more information Phone: 408-455-4031 Email: juliannechalupa@gmail.com

Sadly, I remember under 40 cents per gallon

Is that before or after their 30% price increase?

Me too! Even this century for a short spell. And <$2 100LL

Agreed. Medical qualification issues is something that CFIs should always have been speaking with their student pilot clients about. My favorite medical strategy story was someone who (before BasicMed) limited himself to sport privileges for three years and them applied for a third class again. The reason was simple. The pilot did some testing for a possible condition. Fortunately, the tests turned out to be negative. But the pilot didn't want to have to list the "visited to health care professionals in the past three years" and possibly open up a can of worms.

Yep, I remember paying less than $1 for gallon of gas

The inflation is astounding... I think I paid Hector ~$500 to do my pair of yokes in 2009 or 2010 time frame. And I sold J yokes previously for <$1000 a pair. My yokes still look and feel fantastic, BTW.

called airpower since they were showing stock, ordered one and will put under X-mas tree

This is the next piece of regulatory nonsense I'd like to see the alphabet organizations attack. I'm sure there are more than a few of us flying on basic med that wouldn't pass a third class medical without a special issuance or a stack of recurring test results, and some who couldn't pass a third class period. Those same people, if they were approaching aviation for the first time, could fly as a sport pilot with a "driver's license medical", but would be prohibited from doing so now because they failed the test for a higher standard of certification. And the thing is, for the uninitiated new student pilots, unfamiliar with the specifics of the FAA medical application/examination nuances, they have no idea they may be setting themselves up for lifetime disqualification from any type of flying just by filling out a medexpress application and going to an AME for an exam. It doesn't make sense to me. I admit I haven't researched the fact finding and decision rationale for why the regulation was written this way. It creates a situation where two different people could train for and be issued a sport pilot certificate that they can exercise with just a driver's license medical. Then when one of them decides to pursue a private pilot license and goes for his FAA class 3 physical, he's denied the class 3 and can never fly again. This almost happened to one of my students. He was about ready to solo and wanted to get going on his medical. Had we not taken the time to discuss the requirements and show stoppers before he started filling out his medical application he would have been denied for previous use of ADHD medication and forced into a lengthy and expensive evaluation process that may or may not have resulted in his getting a class 3. Instead we shifted our focus to sport pilot, which he ultimately put on hold. But he still has the option to go that route in the future. That option could have evaporated had he been denied his medical. My personal take-away was to have the conversation about medical show stoppers in the initial interview before we start training. That's a no brainer in hindsight, but he was my first experience with someone with a disqualifying medical history. Lesson learned.

Option 2 was just to be complete, without exploring the intent for the choice. For a while I maintained both in order to keep Canada and +18k altitude options. Never exercised either, so I just let the class 3 lapse.

A pair of yokes just sold from BAS (while I was trying to buy them) for $2350 for the pair. Considering that and the $1600 paid to Hector a few years ago, it seems like $4000 is about the price you might expect.

Lance has a good point, my personal choice would have been Gann, comes down to the question are the exhaust valve and the guide available and what does the bore of the existing cylinder look like