• Content Count

  • Joined

  • Last visited

Community Reputation

79 Excellent

About Trailboss

  • Rank
    Advanced Member
  • Birthday 08/24/1977

Profile Information

  • Gender
  • Location
  • Reg #
  • Model
    1988 M20J

Recent Profile Visitors

1,232 profile views
  1. I'm sensing a trend here...and one that I'm a part of as well. When I heard Cliff left, I switched from Falcon to @Parker_Woodruff . For me it wasn't a cost issue as the Premiums are the same price; Parker is just more communicative and actually seemed to want me as a customer.
  2. I'm guessing campsites will be easier to get?
  3. I could really use a class in reading these, but I'd say wintry mix of wet snow and cold rain.
  4. I had these installed as part of a panel upgrade. They did install separate breakers for each switch/circuit. It has stirred a bit of commotion between an I/A and the panel shop...and has lead to other interesting topics on this forum such as the Repair Station vs. A&P discussion. (That I'd link here, but don't know how...)
  5. Making payments on is just routed thru the IRS.
  6. I don't. Only remaining switch is the Master.
  7. Without quoting the full response from N201MK Turbo, I agree with the FAA. The underlying issue is the Repair Station recorded it as a Minor modification, the I/A thinks it is a Major modification.
  8. IA says that when he does similar work, he determines it to be a Major modification. I assume he feels everyone should. That's the rub, the FAA says whomever does the work gets to make the decision on minor vs. major. So, conceivably, they are both right...but the IA doesn't want to accept someone else's decision because it's not the same one he'd make. Ultimately, the IA is responsible for his own signature. If he doesn't want to accept something, that's on him...the airplane owner can go somewhere else. It's just a fascinating grey area. It opens up questions such as, "if a pilot changes the oil and returns the airplane to service; can an A&P fail the annual because he doesn't believe the oil change was done properly?" Or does the A&P typically accept the pilot's authority to return an airplane to service (which he should)? Why wouldn't an A&P accept another shops authority?
  9. An interesting situation came up at the local airport coffee drinking competition. Can an IA/A&P override a return to service sign-off by a Repair Station? A repair station changes some component(s) of a certified airplane. Using materials and methods available to them thru the FAA, AC43.13, and their approved operations manual, they deem the installation to be a minor modification. There is no appreciative effect on W/B, Structural components, or performance. The airplane enters an annual inspection and the A&P deems the work to be a major modification and won't sign-off until a Field Approval / 337 is submitted. Repair station says they won't approach the FAA for a field approval because they already went down that road for this work 10 years ago and were told it's a minor modification, stop bothering us. Similar work and return to service sign-offs have been used by this shop on several airframes from 172's to King Air's with no previous issue. Is it common for an A&P to reject the work approved by someone else?
  10. Only remaining switches are the Landing Light (25Amp) and the Master Switch. Thanks all!
  11. That's what I did. I bought mine near Dallas and flew it back to Ogden. I was fortunate that the previous owner was a CFI. He/we did the dual instruction over a couple of days and I took it home. Then found a local CFI to work on landings because at 80 hours in C172's, they weren't pretty. The local resource I had has now moved on to can't help there.
  12. 8k - 9k is 3,000 AGL. I'm usually in the 10-12k range on every flight.
  13. Payload hasn't shown to be an issue. My J is ~930lbs useful, and I've never approached that. Usually only two in the cabin, golf clubs and fuel. Really looking at TKS - equipped airplanes for the winter. Agreed, which is why the Bravo isn't a clear winner. It's faster, but older; some are nicer, some need work; maybe it's a question of turbo or no?
  14. Factors: Based in Utah with frequent trips to West Coast, Montana, Wyoming, Colorado, Kansas, Texas. Used to 3-4 hour legs O2 and high are not issues 1,500 ft above ridges isn't an issues either 400 hr IR, 320 TT Mooney.