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About TCC

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  1. I renewed on 3/20/19, just putting a date out there for currency of information.
  2. As of 3/20/2019, if the AME can issue then you walk out with paper in hand.
  3. Both motors have about 200 hrs until timing out. Could be a good value.
  4. Did you ever fly with Shorty Bone? AFRES WSO; we were ALOs together from ‘10-13.
  5. Thanks Anthony. From what I understand with the Beech community, there’s a lack of technical data related to the skins and TXTAV doesn’t want to produce a new part and everything associated with that. Re: Mite biscuits - is there any technical data available from Kerville? I know the Navion type club is good at turning technical data into product support...if it’s good enough. They appear to use an escrow process to generate/commit demand for production under an owner produced parts model.
  6. I recently learned Beech/Textron Aviation has zero’d out their supply of Bo ruddervator skins and does not currently plan to build any more. The skins are magnesium and aluminum replacements, according to the most active CRSs, are a no-go. That vintage community is in a state of shock right now, with the acknowledged ‘experts’ not having a positive outlook on the fleet. As in the value of the airframe is now in the ruddervator. Since I’m more familiar with the modern Mooneys, is there a similar issue, other than possibly M20A wing spars and M22 parts, in the M20C-G models?
  7. The only 414 I’m aware of with a possible inflight breakup was this past Feb in CA. Something about penetrating convective weather; not sure if the pre-lim is out Twin Cessnas offer a lot. The 414, IIRC, needs some TLC with respect to the engine beams, as they are susceptible to corrosion based on proximity to the turbo. That is not a cheap fix, as the engine and prop have to come off, them drill out rivets to put a new one on. Add to it older 414s with threaded McCauley prop hubs tend to leak. They are a capable platform, but I wouldn’t consider them an entry-level twin, nor an economical plane to operate. I’m aware of a former 414 operator who moved on to an MU-2, at a very similar or cheaper cost per hour as a 414.
  8. I’ve seen that SB elsewhere and I’m curious whether ERAU applies the Class A requirements unless it can be determined Class C applies. While flight training is considered by this SN as normal (Class A), reading the definition for Class B makes me hope ERAU uses the Class B intervals.
  9. I have a pic of the real guy and can get a pic of the bronze pretty easy.
  10. Was curious why somebody would go to Columbus. We went twice. First time was right before Thanksgiving, after our son had graduate Infantry Basic Officer Leader Course and completed Ranger Phase I. Went back for his Ranger graduation. Neat backstory: good friend of mine was cast as one of the bronzes for the OIF part of the National Infantry Museum since he was assigned to 3ID for the walk up from Kuwait and was on Ft Benning when they needed people to cast.
  11. @aviatoreb as I read now what I wrote, I may have come across with the wrong intent. I’m anxious to learn these details, too as this type of solution can mean the difference to me between Mooney and an RV-10. Mooney is in my blood, but certified avionics are the thinner.
  12. I don’t know the answer to your question. I would suggest a call to one of the two authorized installers to get a better idea. As with anything, you’ll have to figure out for yourself if the value prop is there. For some folks, it will be. For others it won’t.
  13. Per their media kit, “Pricing for the certified/PMA versions of approved Dynon products will be the same as existing experimental/light sport products. The STC for Cessna 172 aircraft is priced at $2,000. “