Pinecone

Except in this case, the STC will have been declared abandoned, so there is no longer a party to protect.

Attached is the information to figure out how much fuel is in your tanks. My plane is a 1986 252 with Monroy aux tanks and speed brakes. The main filler is placarded at 37.8 gallons and the aux fillers at 14.5 gallons. I ran the right tank until the engine sputtered. Then I added fuel 2.5 gallons at a time. To measure, I used a Universal Fuel Hawk and a Fuel Stik. The Fuel Hawk is the clear plastic tube you stick in and cover the end with your thumb. The Fuel Stik is a tube with a float that you insert and then read how much of the float rides up. I also measured the Fuel Hawk level in inches. I also have the sight gauge readings for my airplane. I will be sending the Fuel Stik info to the company, as the offer to generate a custom scale to insert in the device. I found that I could see fuel at 7.5 gallons, but I could not get a reliable measurement, so the chart starts at 10 gallons. I could see a wash of fuel in the aux at 25.0 gallons, but could not get a reading. Notice that even though I am placarded at 52.3 gallons useable, I got more than 54 gallons in the tank. I set my JPI to show fully fueled at 104 gallons useable, so I will have a bit of reserve in my pocket. One other interesting thing was, even when the fuel was almost full at the aux filler, when I added fuel, I could hear air bubbling out of the main. I would have thought that the main would be filled a long time before the aux got to the top. Universal Fuel Hawk - https://www.mypilotstore.com/MyPilotStore/sep/1177?gclid=EAIaIQobChMIo8eww-ic_QIVBrjICh10RQJAEAQYASABEgIdLPD_BwE Universal Fuel Stik - http://fuelstik.com/product/fuelstik/ Enjoy Fuel Measurements.pdf

Which one and why? And which lights to pulse? I have wingtip recognition lights and two landing/taxi lights in the lower cowling. So what pattern to flash? Alternate the wingtip recog left - right - left? Or alternate the two wingtip with one of the nose lights? Or some other pattern. Also, my plane does not have a beacon. I like a beacon for ground operations to warn people that the airplane is powered up and to remind me if I left the master on. Whelan has a ground recognition light that does not meet anti collision light standards, but I have strobes and recog lights. So this or a real beacon? BTW, it is $300 versus $1600 for a lower beacon.

Considering the stated amp draw, there will be no issues with melt tip lenses. Even if they just produced heat and no light, there isn't enough energy to cause problems.

However, based on his user name, I am not sure he understands how to read. Said by someone who grew up in a USN household, NOT USNA, and I was USAF.

Wow, Cirrus is now making commuter aircraft. I did not know they were getting into that market.

Looks good. I am trying to decide which way to go on my 252. I talked to my FBO and they said they have done several Airtex interiors and are happy with them. Even if they do the work, it is about half what Aero Comfort costs.

Since the safety pilot/hood time, both log PIC is common, I assumed that the OP was planning on doing that. I try to get 1.5 - 2 hours under the hood each month, shooting a few approaches. Keeps the rust knocked down, gets the airplane in the air, and keeps me legally current.

The only thing I remember was it being part of NORDO procedure. If you lost radios you would proceed to the IAF of the most likely approach, hold at your cruising altitude, then let down and shoot the approach at either the last expect further clearance time or you ETA.

You have two certificates. One as a Commercial Pilot or ATP and one as a Flight Instructor. When you are instructing, you are operating on your Flight Instruction Certificate, not your Pilot Certificate. This is why you can instruct with Basid Med or 3rd Class, because you are being paid to instruct, not to fly.

I think I would have put in a GTX-345 (possibly an R) and sold the Stratus. Just my thoughts.

Here is the borescope that Mike Busch uses: https://www.amazon.com/gp/product/B01MQPC6U1/ref=ppx_yo_dt_b_asin_title_o06_s01?ie=UTF8&psc=1 Last year, they changed the unit to a higher resolution camera. But they did not change the model number or anything. I ordered mine in July 2022, and the one I got is the higher resolution. BTW, a borescope is not going to show you a sticking valve or why. That occurs inside the valve guide. One more thought, if your A&P does not have a borescope, I would be thinking about finding an A&P that has joined the 21st Century.

Exactly. A CFI instructing is another case.

Why do you ask for a high speed taxi to the touchdown point? I would just do that. When you are cleared for take off, you have the whole runway to use. Though, I would taxi at a good pace. I will NOT roll onto the runway behind a jet that has not started their take off roll, or has just done some. Some VERY high speed air movement with the jet blast.

ALL certified aircraft are designed to a 1.5X safety factor. So all Normal Category aircraft are designed to withstand at least 5.7G, and all Utility Category to 6.6G, and Aerobatic to 9G. And yes, especially older aircraft are much stronger (and yes heavier) that required. When the air combat place had a wing spar failure in a T-34 (Bonanza/Debonair wing), the aircraft was pulling about 12G while rolling. A modern finite model analysis of the T-34 showed it would have survived this, is there were not some fatigue cracking to start the failure. As a reference, the F-15 has a rolling G limit of 2.5G. When rolling, the upgoing wing has a MUCH higher load that the average load on the aircraft. Yes, when you start playing with lightest weight, you design to the minimum strength and weight to accomplish the task. Colin Chapman of Lotus was the king of light weight. Without the computer modeling, he made each part lighter and lighter, until it broke too soon, and the backed up one or two iterations. He was quoted as staying, a perfect design of a race car is one that completes the race, then falls apart on the cool down lap.

FTFY. You cannot log PIC as a required crewmember with a Sport Pilot Certificate. You can log PIC as sole manipulator of the controls.

WTF?! To BOTH

Exactly. There needs to be a requirement for more than one crew member. Pilot flying under the hood triggers the requirement for a safety pilot. But two pilots in a light single cannot both log. And remember, when logging safety pilot time, you can only log the time that the pilot flying is under the hood (subtract take off and landing and such). And, you cannot log XC. There is an FAA interpretation around that only the pilot flying can log XC when you are under the hood.

Except (e)(1)(iii) - When the pilot, except for a holder of a sport or recreational pilot certificate, acts as pilot in command of an aircraft for which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted

OK. Yes, if you go over the rated MP your are overboosting. No matter how you get there. The WOT,LOP was for NA engines, not turbos. Mike Busch runs low boost engines, so it might still work for him. In my 252/Encore I take off and climb at WOT (except when cold, it will overboost, up to 2 inches for up to 2 minutes is allowed), but cannot cruise at WOT, at least not until somewhere above the critical altitude.

The thing that trips up these discussions is the difference in the regs between BEING PIC and LOGGING PIC.

Does this have to be done by an Avionics shop?

I would like it to have a reasonable AHRS to be a back up for the panel equipment. Also, I do fly a lot with another pilot in the right seat, so with a good AHRS it would work as a PFD for the right seat. And if it has one at all, why not make it one that works well???

So who has access to a water jet or CNC cutter? I would be in the market for better ones. Probably a few knots from making the flush again.

This why I like my JPI 830, if things are not in the green, they are flagged in flashing red. So a quick glance tells me things are OK. One gripe though, is you set the max RPM to 2600 (for my plane) it flashes red AT 2600. IMO, it should be when it EXCEEDS the set value. So I had to set max RPM on the JPI to 2610