toto

I subscribe to both Aviation Consumer and IFR, and I love the fact that they’re “no BS” on crappy paper and without being loaded with glossy photos. I feel like I’m paying for the content rather than the printing. I had a Flying subscription for many years, and I dropped it when they went to the new print format. Seemed like their priorities were diverging from mine.

I can tell everything I would need to know about a plane if it has well-maintained maintenance logs. I can tell how often it’s flown, what the oil change interval has been, and all major and minor repair events. I’ve purchased planes with crazy reams of invoices and credit card receipts, and I generally wish that the same amount of effort had been put into keeping accurate logs. I don’t particularly care what someone paid for the part or the repair, and I wouldn’t typically expect to share my receipts with a buyer either. Most of my invoices now come via PDF in emails, which is just fine by me

Definitely feels like there’s more to this story. An open door with a return to base doesn’t usually produce an off-field landing

As I understand it, Kelly is essentially the only company that makes replacement parts for the Bendix dual mag. They have a PMA for every component including the housing.

Wait are we talking about a dual-mag (Bendix D2000/3000) replacement? I thought OP was just talking about replacing both mags in a separate mag setup. The Electroair is the only option for the Bendix dual mag afaik, but would be very interested to learn more if this is a second option for a dual mag replacement.

I’m not sure that it would have a huge impact on used aircraft prices. The same thing happened with the original LSA rule, which allows antique LSAs (think Aeronca Champ) to be operated under the rule as long as they meet the limitations. Although the sellers of these aircraft often promote the LSA compatibility in Barnstormers ads, there hasn’t been a huge upswing in A-LSA values over incompatible peers.

I’d be interested to know from @Microkit what the advantages are to LHS over this. I own a Microkit setup, but obviously have never seen one of the Garmin units and would be curious what the Garmin angle is.

I suspect that some of this is self-categorization by other cardholders. I once put a pretty expensive annual inspection on a credit card and got something like 3x points because it was a “fuel” purchase. I couldn’t come up with any reason the FBO would be considered “fuel” unless someone had been marking their purchases in the “fuel” category. Dunno

Yeah - grasping at straws here

Maybe no ADS-B out?

Here’s the Angel Fire video. I have watched this a bunch of times, but still haven’t ever made the trip. Every time we go to Angel Fire we land at Raton and drive in. Having spent a lot of time in the area, my big fear is getting in and then having to wait days to get out. The crosswinds can be insane.

Looks like there’s a video.

Also from AP https://apnews.com/article/des-moines-iowa-emergency-landing-airport-7cbf936d29b31235048e2299df669e58 Sounds like the pilot was having a gear problem and performed a planned gear-up after discussing with ATC. Curious what happened there.

Just saw this on Google News.. https://www.kcci.com/article/des-moines-international-airport-runway-closed-after-emergency-landing/44481406 I don’t know any details beyond what’s in the article.

I really don’t know. The shop tried to get a steel replacement, but chrome is what was available.

Nearing the end of an interesting saga (which I’ll write up in a separate post), I now have a new-to-me overhauled chrome cylinder in an engine that previously had four Lycoming steel cylinders. Are there any special considerations to having one chrome cylinder along with three steel cylinders?

One of the distressing things I see with retract pilots generally is that they don’t do much preflight inspection of the gear. When I do a preflight, I’m lying on the ground with a flashlight and looking up into the gear wells, looking for anything unusual with the tires, gear, pucks, tubes or mechanism. I know that I can’t see everything, but the goal is to have a very very clear picture of how things normally look, so it’s obvious when there’s something unusual. I have a suspicion that when someone has a problem with their gear, it didn’t just happen spontaneously, but that it was developing over a period of time, and their abbreviated “check the fuel, check the oil” preflight was inadequate to see the trend.

The tough question is whether the original NBS is more or less likely to suffer premature failure than a new one. Depending on the failure rate of new springs vs old ones, you might actually be better off having the actuator serviced and keeping the old spring. Really wish we had more data on this - but as you said, the fact that we haven’t heard about failures here on MS is a good sign that they’re rare.

I don’t really have a strong opinion on the BasicMed altitude limitations, but I suspect that weather kills more pilots than altitude. If a pilot can fly above weather at 24k or fly in the muck at 17, it’s at least arguably safer to be higher.

The Citation pilot in Virginia held a first class medical. (Which is what I think you guys were already saying? But just to clarify..) Report_ERA23FA256_192300_7_6_2023 5_31_28 PM.pdf

You could just put a 10” magnifying glass in front of each of them. Boom.. instant glass panel

The candidate can have BasicMed but the examiner cannot currently administer any practical test for any certificate or rating without at least a third class.

https://transportation.house.gov/uploadedfiles/sgrlaa_act_ans.pdf

You didn’t ask this question, but one other comment … if you went the G3X route, you can use the G3X as a control interface for the Garmin autopilot, but the G3X won’t (as far as I know) provide any control functionality for a third-party AP. The big difference with the GTN versus the GNC is that the GTN will have a localizer and glideslope receiver as well as GPS. I believe that the GNC has only GPS. But the cost delta is substantial.

Pretty bizarre how this story has been picked up in the mainstream press. It sounds like Alef issued some kind of a press release saying that FAA has granted certification for the flying-car-whatever, and the takeaway is that if you have the money, they’ll sell you one today. I assume that the granted special airworthiness certificate is limited to flight testing, and this thing is decades from a standard cert.. https://www.newsweek.com/alef-flying-car-vehicle-how-works-faa-1810469