Pinecone

I ordered from Aircraft Spruce for early July shipment and now bumped to October. Placed another order with another company, supposed to ship this week. And this is how shortages occur. You have a hard time fining one when you need it. So, you order a case. And that gets pushed, so you order a second case. And demand goes up 6x. Then the pipeline fills, and no one buys any for 2 years.

That would get me a BIT peeved. A pre-buy is not an annual, but it should not also miss any major issues.

Shop should not have the logs to make any entries. It is NOT an inspection. So there is no way for them to declare it not airworthy. And remember, the ultimate responsibility for airworthy is the owner/operator.

And does the seller supply all the tools and equipment? As has been mentioned, the PP is NOT an inspection. So no log book entries. And if I shop holds a plane hostage, that is when you call the local police.

Even though the STC for the 9xx to be primary tells you that you have to change them?????

Hmm, never realized you could panel mount an iPad. Interesting. I have an Aspen PFD and was looking at options for an MFD.

Enjoy. I did my PPL, CPL, and CFI-RH back in the early 90s. Due the time requirements, I did most of my CFI work before I got my Commercial. The two checkrides were fairly close together.

50 PPM is the OSHA limit for worker exposure for an 8 hour day, 5 days a week. This is based on an 8-hour time weighted average. So in a simple form, a worker may be exposed to 50 PPM for their entire shift. If the level is 100 PPM, they would only be allowed to work for 4 hours. 200 PPM for 2 hours. But you cannot go higher, as there is a Ceiling Limit of 200 PPM. So a worker may not be exposed to over 200 PPM for any length of time. I do not see the need for a meter that reads over 1000 PPM. Anything over 200 PPM is a land IMMEDIATELY situation. And over 100 PPM is a land as soon as practical. If you have not ever been exposed to CO, you do not realize how extreme the headaches mentioned are. They are blinding headaches. I would not want to be flying/landing with one such headache. And yes, I have been so exposed in my home due to furnace flue issue.

I learned a long time ago, buy once, cry once. But the one you want up front. Otherwise you will be making upgrades until you get what you wanted in the first place.

Would that be legal to install on an certified airplane?

I was thinking the same thing. Let me know what you learn.

While searching for one, I ran into one nearly that way. Would only allow the PPI at THIER field and hangar. Would not fly in 100 miles for PPI. And I willing to pay costs of the trip and return (in plane or by commercial air).

As the quote states, the STC for the 9xx to be primary requires that you use the wiring and probes from the kit. Even though they may be the same. Up to you, your A&P, and your IA. But technically, if you reuse the 7/8xx probes, your aircraft is not legal.

The problem is, if you forget to turn them off after landing, the melt the clear plastic part. And how much is that to replace? Gallagher is taking deposits for the LED recognition lights. Due by the end of the year. Deposit is less than 0.05 AMU

Are you sure about that? JPI mentions that the 700 probes can be used to upgrade to a 730 or 830. But I have not seen anything about using them for a 9xx. OK, hear is what I found on Beech Talk: "All of the CHT and EGT probes are the same and uses the same harness. You could just unplug the harness from the 700 and plug it into the 930. Here's the deal; per the STC you are supposed to change it all out. Seems crazy to pull out wires and replace them with identical wires, but that's what it says to do."

OK, I didn't read that far. But still, with Mooneys, most should have riveted clamps now.

Does he have a bore scope? I go this one, mentioned my Mike Busch in his books. https://www.amazon.com/dp/B01MQPC6U1?psc=1&ref=ppx_yo2ov_dt_b_product_details

Shock absorbers are not typically for travel limit, but they an do wo. They are to dampen motion. So that the nose does not continue to bounce up and down after hitting a bump.

It is not either or 3rd Class and Basic med. You can renew your 3rd class, and while waiting, fly under Basic med. The only problem is if you get denied 3rd at some point, you can no longer do Basic med. I am flying with Basic med. Having just purchased a 252, I would like to go into the flight levels. I will schedule a CONSULT with my AME to make sure there is no reason he can see for a problem with a 3rd or 2nd class. If there are any issues, I will stay with Basic med. My primary care doc does my Basic med.

A quick look at the AD is for the spot welded clamps. The SB mentioned early required the replacement of them for Mooneys.

Which is why Mike started Savvy to help people get what is needed done, without paying for things that don't need to be done.

I sat in one at KFDK when they were a dealer. The thing that sticks in my mind is that the spar goes through the cabin at the back edge of the front seats. So while there is a good bit of space, your toes run up against the spar making it feel cramped.

Actually Mike Busch talks about this whole thing in one of his books. About many aircraft owners telling the shop to "just fix it." Without ANY idea of the potential cost. Strange, that many people with aircraft have or have had their own business and would not do this outside of aviation.

I don't see specific requirements if you already have Rotorcraft Category rating what is required to add the Class rating. Just proficiency and a sign off for the test? From your first link - Upon successful completion of this, a logbook endorsement will allow you to operate within this category as a Gyroplane Sport Pilot. So that only applies to adding a Sport Pilot Gyroplane rating. If you want to do your PPL or CPL, you need to follow 61.69, which requires a checkride with a DPE The following ii if you already have a Rotocraft Category rating. Without a Rotorcraft rating, you need to meet the Aeronautical Experience requirements in 61.125. c) Additional aircraft class rating. A person who applies for an additional class rating on a pilot certificate: (1) Must have a logbook or training record endorsement from an authorized instructor attesting that the person was found competent in the appropriate aeronautical knowledge areas and proficient in the appropriate areas of operation. (2) Must pass the practical test. (3) Need not meet the specified training time requirements prescribed by this part that apply to the pilot certificate for the aircraft class rating sought; unless, the person only holds a lighter-than-air category rating with a balloon class rating and is seeking an airship class rating, then that person must receive the specified training time requirements and possess the appropriate aeronautical experience. (4) Need not take an additional knowledge test, provided the applicant holds an airplane, rotorcraft, powered-lift, weight-shift-control aircraft, powered parachute, or airship rating at that pilot certificate level.

Yeah, this was a 1985 Dodge Daytona Turbo Z. Yeah, the old coil just kept working. Until you ground a hole in one.