NotarPilot

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NotarPilot last won the day on March 14 2016

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About NotarPilot

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    Won't Leave!

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  • Gender
    Male
  • Interests
    Mooneys, flying, flying Mooneys, helicopters, flying helicopters, (I wish Mooney made a helicopter).
  • Model
    M20J

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  1. Would this qualify as awful?
  2. Well there’s always that. You’re right. I haven’t read the ICAs on the Skybeacon.
  3. Well one thing is for certain... it won’t be cheap.
  4. Works fine except for the color issue. I’ll have to see if Garmin has a flat fee to fix the G500.
  5. No, we have two AC with G500s and this one only started doing this recently progressively getting worse. The other one doesn’t do this on initialization and looks the normal colors. It also remains tinted red like this during flight.
  6. Does anyone know what would make this PFD have this red tint. Seems ready red upon turning on the master but goes reddish-pink as the unit warms up a bit.
  7. SBs are not mandatory for part 91 operators like us. I believe they are only mandatory for 135 and 121 operators and that’s probably because it’s written into their ops specs that they will comply with all SBs An Airworthiness Directive (A.D.) is a directive issued when the FAA realizes that a perilous condition exists in a product (aircraft engine, airframe, appliance or propeller). They notify aircraft operators and owners of potentially unsafe conditions that need special inspections, alterations, or repairs. A Service Bulletin (S.B.) is a notice to an aircraft operator from a manufacturer informing him/her of a product improvement. An alert service bulletin is issued when an unsafe condition shows up that the manufacturer believes to be a safety related as opposed to a mere improvement of a product. Service bulletins often result to issuance of Airworthiness Directives by FAA. An airworthiness directive references the alert service bulletin as a way of complying with the AD. Having realized that there were distinct levels of seriousness to a service bulletin, manufacturers started to categorize them as optional, recommended, alert, mandatory, informational, etc. It was left to the manufacturers to classify a service bulletin as they considered best for there was no standard for the terminology. Differentiation between non-mandatory service bulletins is done and decided only by the FAA. Although a service bulletin may be categorized as mandatory by the manufacturer, it is crucial to know that compliance with service bulletins isn’t necessarily required under the FARs (Federal Aviation Regulations) unless the service bulletin includes or is accompanied by an airworthiness directive. As opposed to service bulletins, airworthiness directives affect the safety conditions of a flight. It’s for this reason compliance becomes mandatory. http://blog.covingtonaircraft.com/2015/06/09/service-bulletins-and-airworthiness-directives/
  8. I’ve noticed there’s no website or thread that posts info on what local hangar and tie down rates are. I figure we can all share here for people looking at a particular airport they may want to base out of. You don’t have to be based at the airport to post info. If you happen to know what a certain airport charges please post anyways. I’m based at Long Beach, CA (LGB) and I pay $650 per month for a small T hangar about 40 feet wide at “Million Air North” no affiliation with that Million Air by the way. Tie downs are $150 per month. I’ve also heard Corona, CA (AJO) charges $30 per month for tie downs.
  9. How did this go “poof?” Seems like the AV-20 and AV-30 are both available and being advertised on the Uavionix website. I can see myself getting one of these down the road.
  10. I’ll weigh in. I paid about $800 to have a single AI G5 installed about 3 years ago now. The guy I used here in CA was very fair and reasonable. I asked about installing a second G5 to replace the HSI and he said that would be more involved being that there’s a bit more to it. Figure in the installation of the magnetometer, the wiring associated, etc and you’re probably looking at $1500 on the low end to maybe $2000 on the higher end. Again, this is just for pure installation costs and does not include the cost of the equipment. I should add the the shop I used, High Desert Avionics, is a small family run business with minimal overhead compared to the bigger shops so I think that’s part of where you see the savings. They have plenty of satisfied customers. Too bad yours in the Midwest. I hope this helps.
  11. I know FlyQ EFB does highway in the sky but I have not tried it down the the runway. Will have to try that out next time I fly and get back to you on that.
  12. No it was a DPE and he was really cool in the fact that he wanted to meet up with my CFI and I prior to the checkride to carefully go over everything that would/could be on it. He's friends with my CFI so we met about a week prior for dinner. Nice guy. He didn't give me the answers but rather what I was expected to know. He says he likes to meet with some of his candidates ahead of time so they are well prepared. It seems a lot of certificate applicants from private to commercial are really unprepared nowadays and don't seem to know a lot of the material very well or aren't good at problem solving. Thanks everyone!
  13. Hello all, I just wanted to add some thoughts on the recent addition of my CFI airplane add-on certificate. I got my CFI rating for helicopters back in 2012 as well as my CFII RW last year. This was my 9th checkride since I started flying and by far the hardest. I’ll admit I don’t know airplane stuff as well as I know helicopter stuff. The DPE was very thorough during the oral portion. Many issues were covered including aerodynamics, stability, CG, weight and balance (by hand), performance charts, aircraft loading, stalls, and probably a few other topics. Several subjects were not covered such as flight planning, weather, FOI, etc because this was an add-on CFI rating. Aside from reviewing the text books I spent most of my time watching YouTube videos on the various subjects prior to the checkride. This benefited me on two levels. First, I’m a guy who would rather watch the movie than read the book. Second it gave me a good idea on how to explain certain subjects in a way that was easy to understand. There is a ton of good material online that explains things better than most CFIs can being that they feature graphics and videos on how things work. The flight portion was a little easier. I did the checkride in my Mooney so I’m very familiar with the aircraft. This is definitely an advantage over some 250 hour pilot taking a CFI checkride. I was able to explain all the systems, the engine, etc. Also with about 550 hours in my plane I feel very comfortable flying the plane. I was able to nail the power off 180, and did fairly well on the other maneuvers like the chandelle, eights on pylons, S turns over a road (even though the first time I ever did one was on the checkride, thanks YouTube), the accelerated stall, along with the stalls and unusual attitude recovery, which was done under the hood from the right seat. In the end I passed. Although he said I wasn’t the best he’s seen I was much much better than most so I felt good about that. I’m glad to have that out of the way. Now onto CFII next month. Do you know what they call the person who comes in last in med school?
  14. I don’t use ForeFlight but I’ll see if I can download a trial version and see if it works for me. Thanks.