Pinecone

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

No, an overboost is running OVER rated MP. The only two things that over work a turbo it to high of RPM, which can be approximated by too much difference between input air pressure and output. And heat, as in too high TIT. And this one is the real killer.

A tri control aircraft??? ;D This was something discussed many years ago, before the FAA said the instructor had to be at a control station. I know the USAF and I think the USN also does, put two students in the front two seats and the instructor in the jumpseat. But they fly under different rules, but I bet most of them log that time for airline jobs. The question that I don't know, is, if you have a 3 crew A/C, when the captain is in the back sleeping, he can still log PIC, but is one of the two upfront also PIC? I know that at least some airlines have "Cruise Captain" positions.

Hmm, would owner produced replacements have to be the same soft alloy or could you use something less like to bend and dent? If so, it might be a worthwhile thing to set up a water jet or CNC cutting of replacement ones, with the owners ordering the sheet metal for them

For the TSA issue, invest $85 or $100 every 5 years for Pre-Chek. You don't have to take things out of your bag, you don't have to take off your shoes, and you can even leave a light jacket or sweater on. AND shorter lines. You get Pre-Chek for $85, but for only $15 more, you get Global Entry which speeds things up if you do any international travel at all.

If it is a multi crew aircraft, the Captain can log PIC time while sleeping. So pilot flying under the hood. Safety Pilot. CFI instruction and Captain (PIC).

At $1.75 an ounce, and being Mooney owner, I can't do that.

Updated guidance is that engines over 200 hours are exempt and may continue to be flown. And Cirrus only grounded the airplanes they own and stopped delivery. They cannot ground planes owned by others. Only the FAA can do that.