jaylw314

IIRC, LLC can shield you against being identified individually in a lawsuit (which is fairly unhelpful if you are the sole owner of the plane). It does not shield you from tax liability, and I think states can come after you after the fact for those taxes if they are motivated to find you. And I'm guessing most states are motivated to come after aircraft owners they think are delinquent on taxes. Yes, but only if I get to keep your plane

Could it be from the propeller? That might fit the inconsistent amount, since you may be flying different flight profiles?

Mike Busch has a webinar discussing this The upshot: Very low oil consumption (20 hours/qt) MIGHT be a sign not enough oil is getting to the cylinders. Very high oil consumption (1 hour/qt) MIGHT be time to check the cylinders. Anything in between PROBABLY is perfectly fine.

If I understand correctly, "use tax" is just another way to apply sales tax. If you live in a state that charges 10% sales tax and did not pay sales tax on a plane you bring in, you now owe that 10%, it's just called "use tax". If you already paid 6% sales tax when you bought it in another state, they will charge you 4% use tax. yuck. I thought I saw a news story a few years ago that FL and ME were trying to apply use tax to ANY aircraft landing in the state, but that they later backed off. I don't know what the details of what the outcomes were, but when I did some research on CA, they specifically noted that maintenance was not an example of substantial use. Property tax is a different animal. Check to make sure there are not exceptions for vehicles and aircraft I guess I'm stuck living in OR as long as I own my plane--no sales or use tax, and no property tax for private aircraft.

The oil door is outside the cylinder baffling. It will cool down the accessory area, but not the fuel injector lines.

I have an IO-360, so yes, it seemed to take between 5-10 seconds to catch and smooth out, even with the boost pump on.

If there is the 1" nut on the back, I use this wrench. I have so little space behind the filter that I could not fit a ratchet handle to a filter strap. This takes much less horizontal space. Have not had problems rounding off the nut.

Not sure who the question is for, but when I filled the tank I put 33 gallons in a tank that only should have had a 32 gallon load. I should also clarify the engine did not quit because I started a descent--it was the loss of altitude that clued me in that the engine was out. That got me thinking--Does anyone know if the fuel pickup is towards the front or the back of fuel tank?

I have a FP-5L which is pretty slow, so it did not show any brief drops in fuel pressure. It only showed a drop in fuel pressure about the same time I noticed the loss of altitude

I did too, and I won't try it again. I was trying to run the tank empty so I could measure the actual amount of fuel it holds. I figured I'd just switch over at the first sign of any hesitation. I was running at low power, and I had difficulty telling when the engine actually quit until I noticed I was descending. It must have been 10-15 seconds after the engine was actually out, but with the prop windmilling there was very little change in sound. I switched over to the other tank and turned the boost pump on, and the engine coughed, stumbled and hesitated for what seemed like forever (but was probably only 5-10 seconds). And yes, I needed a clean pair of shorts afterwards

Nobody has mentioned the Rutan Defiant (4 seat twin-engine). Of course, Wikipedia suggests there are only 19 registered in the US so it might be hard to find one... https://en.wikipedia.org/wiki/Rutan_Defiant

The H3R extinguisher for $53 on amazon looks to be a sodium bicarb extinguisher, not halon? The halon extinguishers look to run around $115-135 (depending on whether you want chrome or red)

I like doing that for flooded starts anyway. I think the idea is with full throttle, all that air flowing in means the ideal fuel mixture exists for only a brief time. After clearing out most of the fuel, pulling the throttle back means less airflow and more time near the ideal fuel mixture. I suppose you could do the entire hot start at 1/4 throttle, but you'd probably be cranking for a long time first. It also means less chance of RPM's getting out of control and blowing away the guy behind you if your hands aren't fast enough.

McCauley's have no zerks and cannot be regreased in the field

It's here https://youtu.be/MlsBDZ4e1ZM

No, I don't agree, because if he refuses to sign, you would always have the option to go to another physician or even an AME. Remember, there is no medical "disapproval" sent to the FAA as part of BasicMed.

Well, I suppose if your PCP made a stink out of some issue, THEN you could try to go to some other MD for the BasicMed. Or, if you were thinking more clearly, you would change PCP's--I'm not sure I'd want someone rigid and unreasonable being my PCP anyway

I e-mailed the prop shop people, and they quoted the following discrepancies in the propeller · The blades are under dimension at the sealing area, this is a high wear area that seals the lubrication in the hub and the weather outside of the hub. A rubber o-ring seals on to the aluminum blade shank and over time simply wears the shank down below manufacturers specification. · The Cylinder is scored internally. These cylinders are a stamped steel unit that is Cadmium plated, the rubber o-ring that seals the piston tends to wear through the cadmium plating and over time scores the cylinder wall. @Cody Stallings, the blade issue sounds like wear over time and are not repairable, am I correct? If so, then I will probably go ahead and get a new 2-blade Hartzell prop when I can afford it.

Considering the recent brouhaha with the SLE airspace, I'm guessing that will be a long time coming

I live near 7s5 and know a couple people who live there. I never asked about details, but they seemed to enjoy it. There's no golf course either. The houses go from not-so-modest to not-quite-excessive. Prices seem to be in the $275k - $550k range. Huge EAA chapter on the field, and a ton of RV's since Van's is up in UAO about 30 miles away. I've never considered it because of where I work, but it's a nice fantasy. I imagine the biggest drawback is no instrument approaches on the really bad weather days here, but that actually happens less often then most people think--ceilings in the Willamette Valley are generally 2000-5000 AGL when it is raining, so you can do an approach to nearby SLE or CVO and then scud run home. Income and property taxes in OR are relatively high, but remember, no sales tax. That's huge if you buy a plane Overall, I think OR ends up in the middle in terms of tax burden.

My panel has a couple old switches that are not functional that look like those switches A switch that looks like it used to control the factory fuel-flow memory A switch that controls the remote input to the DME from either Nav1 or Nav2 I assume both are still wired (the second switch is only connected to Nav2 and when I switch it to Nav1 the DME gets no remote signal). If someone wanted to clean up the panel, they may have simply buried both switches instead of rewiring them?

Does the annual require the IA test the G-switch? I thought the only previous requirement for a 121.5 ELT was to turn it on a listen on the radio?

I'm guessing that will work, but remember the intention of BasicMed was to allow pilots to have their PCP's who are familiar with their medical history perform the exam. You may find that doc's who do commercial exams may be just as leery of an FAA exam, which they have no experience with and have more liability with. I called my PCP's office and asked them to schedule a physical. I met with my PCP and spent about 10 minutes going over the theory of BasicMed and the forms I filled out ahead of time. I emphasized that the forms were not for documenting his findings, but to simply confirm they were reviewed with me, and that he should document the exam as he normally does in my medical record. I also emphasized that he needed to be comfortable that I did not have a cardiac, neurologic or psychiatric condition that would make me unsafe, but that I ultimately bear responsibility for determining my own airworthiness. Since he knew my history, he was able to go through the forms with me in about 5 minutes. Then he blitzed through the exam in about 10 minutes, signed off on his forms in a couple minutes, and then we spent about 10 minutes chatting about preventative health, exercise and flying. Total time with the MD was about 40 minutes, total damage $0 (covered by insurance).

If your cold starts are fine and your problems are only on hot starts, it's probably technique. My instructor suggested just flooding the engine after one failed hot start, it's just not worth the time, and it keeps your passengers from getting anxious

Harder, yes, but I find them strangely satisfying to drill out