PTK

Hendrik, you are substituting functionally similar TSO'd equipment. i.e. original ACL/NAV lights with new Orion 650E ACL/NAV lights. Both old and new are TSO’d and of similar functionality. Make a simple logbook entry and reference FAA AC 20-41A. That’s precisely the purpose and scope of this AC. You may also include a copy in the logbook. Here you go... https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_20-41A.pdf

Reasons why they do this can be out of curiosity and ignorance. Curious to see how far it can reach and ignorance because they have no idea what effect it can have on the crew in the cockpit. Even consumer laser pointers in the 5mW range can still reach thousands of feet into the air. At typical TPA it can overwhelm the cockpit probably due to magnification effect by the plexi. What’s puzzling to me is that it was as you say a bright white light. That being the case I’m not so sure it was a laser. Lasers are typically RGB wavelengths. Red being most common. Distracting never-the-less whatever it was.

So happy you are well Erik. Very well done. Hope your engine is ok and the issue is an easy one to resolve.

I absolutely disagree. I think it’s a handicap and a disadvantage to clutter up the MFD unnecessarily. If panel real estate is not an issue most people including myself prefer to display stormscope data separately on its own display.

Rest in peace Mr. Collins.

I have a WX 900 Series II.

John it looks awesome! Enjoy! I hadn’t thought of using the Aspen as a backup. That’s a great idea for all the reasons you mention. I wanted to ask you about the EIS. Were you able to use existing and/or JPI sensors and probes or did you have to buy new ones from Garmin? Thanks.

The Rocket conversion does not change the 196 KIAS Vne. There was an inflight breakup of a Rocket Mooney due to exceeding Vne. See N231BY.

Went to airport today to visit the dancing oil pressure indication. I addressed the obvious which was the nut holding connector under the protective cap. It was loose enough to turn by hand and had a little oil on it which probably dripped on it from last oil change. Cleaned it good and tightened it. The band around the sensor (ground) was tight. We’ll see tomorrow when I'll fly it. My question is will that connector being intermittent also fail the gauge to peg high? Similar to the ground band around the sensor as has been suggested?

I’m not buying your story because the airplane was just annualled and signed off as airworthy by Don Maxwell. What are you trying to say? Jimmy cares so much but Maxwell doesn’t? He signed it off and has a lot more at stake than a used airplane dealer don’t you think! I’d trust Maxwell’s opinion over any salesman’s. I fail to see how the annual was signed off but the airplane can’t fly but has to be parted out. Who is saying that? Jimmy or Maxwell? If I was the seller and, on the agent’s advice, just paid for an annual I would not be happy to then be told by same agent that my plane will not fly as a whole and has to be parted. That’s nuts! What was the purpose of the annual? There has to be more to the story.

What horor story? He told us that the airplane went through an annual that Maxwell signed off last month, did he not? He also told us he flew it for 1:45 with no squwaks, did he not? He knew the airplane before deciding to have the annual, did he not? Why is he now hesitating on selling it and contemplating parting it? What’s the reason? Something doesn’t add up. Why put the seller through the expense of doing the annual? Something doesn’t add up. What’s the rest of the story?

Thank you Chrisk.This is exactly what I needed to verify that ungrounded or intermitent ground will fail gauge to high. Any idea where ship’s oil p sensor is located? I might clean it and retighten it myself if it’s easily accesible from top without removing bottom cowl.

Thank you Capt. It never went below mid green. That's what's throwing me off.

Anthony, I was thinking along the same lines and have to verify sensor question because I honestly don't remember. I'm almost positive though they are on separate sensors. JPI has its own sensor. Which leads me to think it's something isolated to ship sensor or gauge.

IO360 A3B6D. Oil pressure gauge was fluctuating today. It was middle of the green as usual for most of the flight except when it started a funny dance. It jerked back and forth from green to pegged high. Did that for several minutes and then it seemed to behave and indicate mid green. It never went below the middle of the green. I cross checked it to the JPI which indicated a solid 81 psi during the gauge dancing. Has anyone experienced this? I’m not concerned because it never went below mid green. The excursion was always towards high. Also JPI was solid. Just curious if anyone has witnessed this mysterious oil p gauge dance! If it’s the gauge or ground or something else.

What’s the Mike Bush Kool-Aid you’re referring to?

When called upon my hope is that I will perform half as good as she did.

That’s just wild! How do both wings just fall off like that?! That’s what happens with hand me down aircraft. “...The total cost of a CWB kit in 2011 was $6.7 million, including installation which takes about 10 months...”

That's sounds slightly high to be considered "optimal." I normally see lower 300's and have set my EDM to alarm at 390° F. Do you keep track of oil consumption?

Chesley “Sully" Sullenberger, Tammie Jo Shults and more to come. Profesdionals performing flawlessly under pressure and saving the day. These pax don’t know how lucky they were to have Captain Shults do what she had to do and bring them down safely. She had said on flying it gives her the opportunity “to witness Christ on almost every flight.”

Part 135 has strict operational requirements with a much higher standard of safety and legalities all designed to protect paying pax. It is there to prohibit you from doing exactly what you want to do. The proper approach would be to apply for a part 135 certificate and do it the right way. You can get a commercial certificate but still need a part 135 flight operation license to do what you propose. Otherwise you're still part 91.

He said “...She’ll be gone within 90 days.” It’s clear and one would reasonably deduce that refers to the wife.

Poor family? How about poor dog?! How unfortunate to be let down by such an uncaring owner! A caring owner doesn’t let their dog die such a horrific death!

Unleashed and unattended dogs don’t belong anywhere on airport areas reserved for aircraft operations. Period. I don’t care how good and obedient you think your dog is. There should be fines imposed. I have enough to do tending to the well being of my pax, myself and my airplane. I don’t need to also look after somebody’s dog.

It’s not the fault of the pilot and you’d be very hard pressed to convince me that it’s an act of nature. (Unless of course it’s pouring and raining cats and dogs!) I place blame squarely on the dog owner. If they cared for the well being of their animal they would not let it run into spinning props. It’s selfish of them and not fair to the animal or to the pilot tending to the plane. Due to the stupidity of the dog owner the poor animal is subjected to tremendous suffering before it dies. I can’t imagine how it feels getting chopped up by a spinning prop and not dying right away but prolonging the excruciating suffering. Also the pilot is made to feel horrible and guilty for something out of his/her control. It’s animal abuse or neglect of the worst kind and the neglectful owner needs to be prosecuted. What if God forbid it’s a child?