sleeper-319

Thanks for all the thoughts and wisdom everyone. :-)

yeah. it was.

Would be cool. Gramps was a radioman on PBYs back in WW2. I remember him saying the most essential piece of kit to bring along with you was a fishing pole. Lol. I talked to the one CFI I know in LA and he only does it in the school's aircraft. I could rent one for the day, but I figure I ought to be able to find a CFI.

Hey all, I'm in LA frequently (WHP) and I've wanted to fly out to AVX for a while, but never got around to it while I was renting, and now I have my own plane. :-) I know most LA area schools and clubs require a CFI checkout for AVX before they'll let renters take their planes there, so I figure there's some useful tribal knowledge that's worth getting even if I don't strictly need to do it? Is that sound thinking, and if so, anyone recommend a CFI for this? Thanks.

I’ve got a pretty awesome job, but yeah… like that old song goes, I’d love to work at nothin all day. #18. Sigh.

It's thoughtful to provide the link, but unfortunately that guide is complete trash. It doesn't cover the process at all. Just how to create an account and select security questions.

While doing gear swings during the pre buy inspection, we cycled the emergency/manual gear deployment (hadn’t been exercised in many years). When I lifted the t-handle, the cable adjuster screw slipped a little bit and slackened the actuator cutoff just enough, and it resulted in exactly the symptom you’re having. This cable adjuster screw is right at the spot where @ArtVandelay says you’re missing a spring (although it’s obscured slightly in his photo). We have different actuators and different emergency gear deployment setups, so this may not be related to your situation at all, but figured I’d mention it if you’re still troubleshooting. Easy to check.

You might be right. Correct. The owner is the one that has to apply for the permit, and the mechanic has to sign the logbook entry with specific language. And as an FYI, while you can still use the paper/pdf application, the FSDO recommends using the FAA AWC website. That website auto generates the same PDF application and routes it to the right FSDO & ASI. They told me the AWC website is about a month faster than mailing an old school paper form. When the FAA folks started working from home, enough changed with the permitting process that all of the info I was getting from non-FAA folks outdated. Also, it might be really hard to get insurance for a ferry flight on a plane that far out of annual.

Recently went through this, but sitting 5 years rather than 10: long story short, you can annual it where it sits, or have an IA to an inspection and get a ferry permit. There are pros and cons to either approach. To get a ferry permit, you’ll need an IA to go where the plane is and do an inspection to determine if it in a condition to safely conduct the ferry flight. It’s up to the IA to determine what they need to inspect to determine safety for the intended ferry flight. You can probably expect it to be less than an annual, but not trivial, and of course it could reveal squawks that cause the IA from approving it for flight. The benefit of doing the annual where it sits is that you can negotiate any airworthiness issues before you buy. If you and the seller don’t agree, you put it back together and move on. The downside to doing it where it sits is that you don’t necessarily get your A&P or IA of choice. You get who can be there to do it. In my case, I had an IA do the inspection for the ferry permit, and ferried it to my field for the annual. Happy to answer other questions if I can be of help.

Lots of variables but, somewhere in the range of $30k.

I don’t remember the answer.

<—- the guy that bought Bumper’s plane. :-) I’m a short timer here, but echo the thanks for everything I’ve learned from the group, and to Bumper for all the love and care he put into N58065 over the years. Be sure to say hi to Bumper when you’re traveling to/through Minden.

I was low time (150TT PPL, Complex, HP, TW, but no IR), 100k hull value, and was getting quotes ranging 3300 to 7500. If memory serves, Assured Partners wouldn’t even quote a policy for me. Parker W (here), Avemco, and Aviation Insurance Managers of Ohio were all great, and all about the 3300 end of the spectrum. I ended up going with AIM because they were able to help me with some other issues unrelated to price that others couldn’t. I do remember all of brokers saying if you’re in NY or CA, expect the premiums to be double what you’re hearing in the rest of the USA. Don’t know how accurate that is, but I’m in CA.

I don’t want to dissuade you from self care, but if you’re after a better solution, our club has a homemade switcher made out of a small length of PVC pipe with a notch cut in once end that fits nicely over the the fuel selector. It’s a game changer for Mooney’s with the tank selector where yours is. I can take a pic and post it later today, but basically it’s this… a 12” length of 1” schedule 40 PVC. One end has two notches cut in it to fit over the selector, and the other end has a hole drilled through about a half inch from the end, with a 2.” long 1/8 in bolt through it to act as a sliding T handle. It’s simple and effective and sits in the right seat seat back pocket when you’re not using it.

Congrats. If you haven’t already done it, det started on the ferry permit ASAP. It took a few weeks to get mine to the front of the queue. I was in your shoes in late Feb and it took 2-3 weeks to get it (super fast once the ASI got to it, just that they’re backlogged). Also, the process is changed as of Jan 2021, so even your IA might not be familiar with the new process (it’s online now).

I've done video quality analysis and consumer testing in my day job, and it's highly content dependent. 1080p to 4K from a consumer display perspective is definitely into the flat part of the diminishing marginal returns curve. But there are plenty of benefits to you as a creator from capturing in 4k (cropping, stabilizing, reframing, etc.). All that said, I'd opt for a camera with better dynamic range and optical characteristics over one with a larger raster.

You can find some older cameras like the Contour, Session, or VIRB cameras that are a bit more aerodynamic, but they’re older, more dated tech, which means you’re gonna see a significant drop in image quality (and I’m not talking 1080 vs 4k here, but overall sensor and processor performance in terms of color, contrast, dynamic range, quantization, in-camera stabilization, rolling shutter performance, capture frame rates, and so on. You get a lot of bang for the buck in a GoPro in terms of image capture flexibility and image quality. And other action cameras that yield similar image quality (like the Sony RXO-II) are a similar form factor to the GoPro. GoPro sells a heap of cameras for a reason. Edit: Might also look at products aimed at motorcyclists. Aerodynamics tend to be a bigger deal there because head mount is common. Products like Sena might be a bit more aerodynamic, but pretty sure my comments above about IQ will still apply.

Do new lycoming lifters now come this way? Or is it something your engine builder needs to do beyond the normal?