Pinecone

1) Have you priced insurance for a low time PPL with minimal complex time? 2) I recently bought, and ran into the same thing. Brokers who are not responsive and sellers that are less than motivated. One was getting an alternator replaced. That took a while, which I understand. Then, it sat for some 3 weeks before they moved it back to the home base to be able to be seen. And also refused a pre-purchase anywhere but their own hangar. You may just have to pass and keep looking. 3) I agree that that may not be airworthy.

OK, thanks. I am planning on calibrating two different versions of dipstick type devices. So, I will need to get to a point and wait a while for the fuel level to even out between main and aux. And calibrate for the main filler and aux filler. This will work in practice, as I will normally dip upon landing to double check how much to add, or before flying, after sitting for a while. Just have to make SURE to open and dip aux first and NOT open main fillers if above a certain aux dip. And since I am an engineer by degree, I will probably try starting with nearly empty tanks, fill the aux as quickly as the pump fills, and time how long it takes to drain into the mains.

Are there actually flapper valves between the aux and mains? So you can fill the mains and the aux tanks be empty (at least for a while)? If not, there would be 4 levels you could fuel to without a stick or gauges. Just enough to see fuel in the main fillers. Just enough to see fuel in the aux fillers. To the top for the main filler. And full up.

Each unit should have a life limit from first use in the instructions. Home units these days typically have 5 or 7 year sensor life. I suggest putting the CO monitor replacement (or sensor replacement) in your list of time related service requirements. For home units, I suggest writing the replacement date on the unit with a Sharpie.

LED lights have power supplies in them. So, they can be designed to allow a wide range of input voltages.

A friend took his Tiger to a shop for annual. And, AFAIK, he never got the plane back. As I understand it, the shop disassembled it significantly, then something like a year later, a hurricane hit and pretty much destroyed the shop. But we were talking about pre-purchase, not annuals or broken airplanes. I wonder at what point just filing an insurance claim and letting them handle the issue makes sense.

The problem with Com 2 would be if you transmitted on it with the handheld plugged in. A smart way to do this would be to route Com 2 to a dummy load (resistor) when the hand held is plugged in to avoid damage.

Hmm, from the attached list, tinting the windows needs an STC. 8. Tinting of windows and windshields with transparent vinyl, which compromises the view of pilots.

Or ASES to ASEL.

Just need to add a Max Pulse - https://www.aircraftspruce.com/catalog/elpages/1105737_stc.php Wondering if the way to set it up is to put the recognition lights as A and the taxi light as B to flash the recog lights together and opposite the taxi light.

And smartly, they do not want to invest in additional production capacity that will not be needed in a few months.

That is a different issue. I am saying only that there should be no way for the PP shop to hold an airplane hostage.

Well, in my defense, I did not buy the airplane until the oil filter shortage was in full swing. I do have at least 3 oil filters for each car and a case or two of oil for each.

Those would be A&P work, son=lay need to signed off as done correctly. Not IA that needs to be certified airworthy.

I understand that it makes no sense to do so. But to be legal, you need to do so. However, not sure if anyone could tell after the fact.

You also don't need the night or other requirements. You could do it without soloing even.

Yes, LOP operation will reduce the production of CO. CO is produced when there is combustion without sufficient oxygen to fully burn all the fuel to end up with only H2O and CO2. LOP is running excess air (O2) to ensure complete combustion of the fuel. BTW, CO is flammable, so yes, it does get combusted. My point was, 1000 is the range of thinking about shutting the engine off. 2000, you probably will not be conscious to do anything. As mentioned, open outside vents, reduce power, lean VERY aggressively, and LAND NOW.

Based on the specs posted, there is no way for them to get very hot. They only draw 3 watts.

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.