Ragsf15e

Him: Yes, as long as it continuously displays the time. Splitting hairs, and not looking to get shot, but the AV-20s doesn’t continuously display time. Only when you’re on the “time page”, but not ADI page. No?

Thanks that makes sense. I guess I assumed the yellow zone was for the engine, not the prop, but that’s what I get for assuming.

Interesting thread. I have a ‘68 F with A1A engine and Mccauley 3 blade. I have the 2100-2350 yellow band on my JPI930. I assumed this was because it’s in the TCDS. You guys think changing the prop out changed the tcds limitation?

Mine look just about exactly the same (1968 F) If you cover them up and gain 10kts, please post about it!

Bruces fits in a big duffel that comes with the cover. Fits in the hatrack. It seems to be high quality, although I don’t have anything to compare it to.

Bruces came with my airplane and it’s been real nice too. https://www.aircraftcovers.com

Wait, didn’t a $3.2M Vision Jet light on fire and burn up due to a faulty PMA USB?!

When are they opening their Northwest office?

Reading this, https://www.aopa.org/go-fly/aircraft-and-ownership/maintenance-and-inspections/aircraft-inspections#2 I don’t think 100hr inspections apply. Seems like it’s mostly an insurance issue to make sure everyone is properly covered. Maybe some tax issues depending on how deep you want to dig into it (sales tax comes to mind depending on state).

I agree he’s not using it as a commercial pilot, more like a rental airplane... whatever applies to a rental would probably apply to the “lease” unless the person was a part owner, then it wouldn’t.

Definitely. My same approach. And, it’s kinda true!

I’m asking... I’m definitely not raining on your parade or your planned usage... doesn’t “leasing” require 100 hour inspections and much different insurance? Like not just adding him to yours, but specifically insurance to lease the airplane? It’s not like you’re “sharing operating costs” which is specifically allowed. I guess I’d feel more comfortable if he bought in as a minority owner and then paid the insurance difference. You guys could work out the $$ details however you like in the partnership - fixed, operational, both, etc.

No doubt. I’d take my airplane to him in a heartbeat if he wasn’t on the other side of the continent.

Doc you’re gonna have to start charging.

Well sheesh, I guess I should have put “draconian” in quotes because I was quoting a previous poster while disagreeing with him. No, I don’t think the FAA is draconian. I don’t think they’re perfect, but I think it’s about right.

I do not have the number, but there’s an AC from ~10 years ago or more that allows replacement of a turn coordinator with an ADI. The G5 STC explicitly says it cannot be used for both at the same time. I think you’ll just have to make sure the Garmin stc for the -275 doesn’t limit using it or a combination of it and a G5 as both TC and ADI.

Oh yeah, I totally agree with that and that my certified mechanic makes mistakes. Multiply that by 50 years. But I have a starting point and certification standards and regulations to work within to fix those things the right way as I find them. I have no misconception that my airplane is perfect because it’s certified.

Or maybe a -275 with a pair of g5s.

I for one, bought a certified airplane because it was built and maintained to certain standards. I agree there are many experimental airplanes that probably have higher standards, however there are many builders / owners that have lower or no standards. I guess my point is, I have some expectation as to what I have in a certified airplane. That’s what the draconian FAA regulations buy me. They have been through a certification process and maintained in accordance with it. The airframes in experimental aircraft, the electronics and the maintenance have been through a less thorough process which allows them to be much more nimble with technology. And cheaper due to the reduced certification requirements. In my opinion, thats why the experimental segment has a significantly higher accident rate than the certified general aviation segment. If you did this to your airplane, who am I to complain? But it would definitely make me think twice before purchasing it.

Call Lasar and ask. The salvage folks usually have serviceable parts as well. what are you needing?

I think it’s a disaster as well, but not for the same reason... taking a 50+ year old certified airplane and changing its category, maintenance practices, and equipment certification begs an insurance, regulatory and maintenance disaster for the current owner, future owners and/or both. In the end, this is going to cost you or someone else more $$ to fix than it would cost to just use certified parts and do work yourself under A&P supervision.

Yeah I have a 930, but that’s how I remember it too. There are a bunch of red lines and limits that are preprogrammed and you can’t change because they are manufacturers limits, but there are a few pre warnings you can set. Cht, and fuel level among them. It definitely took the manual and some trial/error to get it set.

I doubt that. Maybe the airlines are different, but 3/4 of our military fleet is flying on “cannibalized” parts. When an aircraft goes down with a major issue that might take a while to fix, it becomes a donor bird. Parts unavailable in the normal logistics pipeline are stripped to make all the other airplanes in that squadron fly. A used certified part in serviceable condition with documentation (if required) works just as good as the parts of your plane that were once new and now are something less than that.

Or these days, get a Surefly - get rid of the SOS and the Slickstart. It sounds like you can hot start it ok which is usually where new owners have lots of problems. An io-360 is pretty easy to start cold (although “cold” means ~40f +, colder than that should be preheated). Like almost foolproof. If the above techniques don’t work for you, there are a couple mechanical issues that can make it more difficult to start. Failing SOS, failing left mag, fouled plugs are a few... *The Lycoming guidance I’ve seen says preheat below 20f, but I generally use 40f.

The -275s have an optional battery backup certified for 1 hour. As an option, it does increase their price a little. Obviously if you’re using it as your primary adi with a single alternator and battery, you’ll need the battery backup otion. The -275s have lots of options that increase functionality and price. Stuff like syn vis, battery, and autopilot connections are optional. They are a great option in my opinion. I just got 2xg5s which is nice, but I’m a little jealous of the -275 fitting into the panel without the surgery my g5s required.