<![CDATA[Sport Pilot Talk]]> http://sportpilottalk.com 2018-09-19T02:51:48-04:00 Smartfeed Extension for phpBB 3.1 <![CDATA[Introduce Yourself! :: Hello from IL :: Author New2me]]> 2018-08-31T09:12:37-04:00 2018-08-31T09:12:37-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5162&p=52850#p52850 My name is Chris and I live in Illinois about 60 miles southwest of Chicago. Im interested in getting a pilot cert but am a but overwhelmed at the moment with all the info. This is part of why I decided to join this site. There is not an abundance of instructors here and I would like to get broader opinion/ advise. My intent is to fly ultralight so I plan to head over there and start asking some questions.]]> My name is Chris and I live in Illinois about 60 miles southwest of Chicago. Im interested in getting a pilot cert but am a but overwhelmed at the moment with all the info. This is part of why I decided to join this site. There is not an abundance of instructors here and I would like to get broader opinion/ advise. My intent is to fly ultralight so I plan to head over there and start asking some questions.]]> <![CDATA[Introduce Yourself! :: Re: Hello from IL :: Reply by chicagorandy]]> 2018-08-31T09:41:42-04:00 2018-08-31T09:41:42-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5162&p=52851#p52851 <![CDATA[Introduce Yourself! :: Re: Hello from IL :: Reply by TimTaylor]]> 2018-08-31T09:59:08-04:00 2018-08-31T09:59:08-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5162&p=52852#p52852 <![CDATA[Introduce Yourself! :: Re: Hello from IL :: Reply by New2me]]> 2018-08-31T11:08:07-04:00 2018-08-31T11:08:07-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5162&p=52854#p52854 <![CDATA[Introduce Yourself! :: New Sport Pilot - Richmond, VA area :: Author BradR]]> 2018-09-05T08:26:34-04:00 2018-09-05T08:26:34-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5166&p=52923#p52923
Monday was my checkride! I left with that piece of paper in hand that I had been obsessing about for the past 4 months. I actually think I was over-prepared! Yesterday I took my wife up as my first passenger (who is not a fan of flying even commercial) toured around for about an hour and greased the landing. She said I was a good pilot and that she will fly with me again!

Is it just me or is it normal to feel like.... whats next? Where should I go. What other planes should I learn to fly? Somehow I feel like I just cracked a door open to a whole new world!

Brad]]>

Monday was my checkride! I left with that piece of paper in hand that I had been obsessing about for the past 4 months. I actually think I was over-prepared! Yesterday I took my wife up as my first passenger (who is not a fan of flying even commercial) toured around for about an hour and greased the landing. She said I was a good pilot and that she will fly with me again!

Is it just me or is it normal to feel like.... whats next? Where should I go. What other planes should I learn to fly? Somehow I feel like I just cracked a door open to a whole new world!

Brad]]>
<![CDATA[Introduce Yourself! :: Re: New Sport Pilot - Richmond, VA area :: Reply by Warmi]]> 2018-09-05T08:31:38-04:00 2018-09-05T08:31:38-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5166&p=52924#p52924 I was in the same boat last year .... what sort of planes are you flying right now ?]]> I was in the same boat last year .... what sort of planes are you flying right now ?]]> <![CDATA[Introduce Yourself! :: Re: New Sport Pilot - Richmond, VA area :: Reply by ShawnM]]> 2018-09-05T09:12:17-04:00 2018-09-05T09:12:17-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5166&p=52925#p52925
I didn't feel the same as you though, sure I just cracked the door open, but I was ready to enjoy flying my own plane WITHOUT my instructor sitting next to me. :mrgreen: It's an adventure every time I take off and never gets old.]]>

I didn't feel the same as you though, sure I just cracked the door open, but I was ready to enjoy flying my own plane WITHOUT my instructor sitting next to me. :mrgreen: It's an adventure every time I take off and never gets old.]]>
<![CDATA[Introduce Yourself! :: Re: New Sport Pilot - Richmond, VA area :: Reply by Sling 2 Pilot]]> 2018-09-05T09:54:45-04:00 2018-09-05T09:54:45-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5166&p=52926#p52926 <![CDATA[Introduce Yourself! :: Re: New Sport Pilot - Richmond, VA area :: Reply by joey4420]]> 2018-09-05T09:57:59-04:00 2018-09-05T09:57:59-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5166&p=52927#p52927 <![CDATA[Introduce Yourself! :: Re: New Sport Pilot - Richmond, VA area :: Reply by BradR]]> 2018-09-05T10:13:07-04:00 2018-09-05T10:13:07-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5166&p=52928#p52928
Warmi wrote:Congratulations !
I was in the same boat last year .... what sort of planes are you flying right now ?


I have trained exclusively in Tecnam P92 Eaglet. Going to get checked out in the low wing Tecnam as they seem to get rented a lot less.

Not any other LSA rentals in my are that I am aware of. My FBO is about 40 min drive. I have another airport 20 mins away but they don’t have LSAs.]]>
Warmi wrote:Congratulations !
I was in the same boat last year .... what sort of planes are you flying right now ?


I have trained exclusively in Tecnam P92 Eaglet. Going to get checked out in the low wing Tecnam as they seem to get rented a lot less.

Not any other LSA rentals in my are that I am aware of. My FBO is about 40 min drive. I have another airport 20 mins away but they don’t have LSAs.]]>
<![CDATA[Introduce Yourself! :: Re: New Sport Pilot - Richmond, VA area :: Reply by chicagorandy]]> 2018-09-05T15:42:19-04:00 2018-09-05T15:42:19-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5166&p=52931#p52931 <![CDATA[Introduce Yourself! :: Re: New Sport Pilot - Richmond, VA area :: Reply by Half Fast]]> 2018-09-06T21:37:02-04:00 2018-09-06T21:37:02-04:00 http://sportpilottalk.com/viewtopic.php?f=9&t=5166&p=52940#p52940 <![CDATA[Hangar Talk :: four Paramotors under the Nicholson Bridge :: Author Cub flyer]]> 2018-08-23T23:07:41-04:00 2018-08-23T23:07:41-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52765#p52765
I threw these guys out of my airport after they terrorized the neighbors but they are still at it. Local area. Over the local fair tonight.

I told fed it’s still Part 103 but he says nope. Then came back with they have no certificate to take away so we can’t do anything.

One I know has a student cert but FSDO man says no case unless you can see his face while flying under the bridge. SO if i fly my Cub under the bridge wearing a mask it’s all ok. Sure....

I said what about if they circle the local airport tower. What about buzzing the local FSDO inspectors house at 6am and touch and goes on his street. Says only a “Local Authority” can remove them .

https://www.youtube.com/watch?v=SSz449j7SQM or just search Flying Under The Viaduct - Insane Flight!!!!

I have nothing against paramotors but come on...]]>

I threw these guys out of my airport after they terrorized the neighbors but they are still at it. Local area. Over the local fair tonight.

I told fed it’s still Part 103 but he says nope. Then came back with they have no certificate to take away so we can’t do anything.

One I know has a student cert but FSDO man says no case unless you can see his face while flying under the bridge. SO if i fly my Cub under the bridge wearing a mask it’s all ok. Sure....

I said what about if they circle the local airport tower. What about buzzing the local FSDO inspectors house at 6am and touch and goes on his street. Says only a “Local Authority” can remove them .

https://www.youtube.com/watch?v=SSz449j7SQM or just search Flying Under The Viaduct - Insane Flight!!!!

I have nothing against paramotors but come on...]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by chicagorandy]]> 2018-08-23T23:47:28-04:00 2018-08-23T23:47:28-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52768#p52768 <![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by MrMorden]]> 2018-08-24T08:45:46-04:00 2018-08-24T08:45:46-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52771#p52771
Look at something like Burning Man -- there are usually dozens of aircraft of all types and speeds piloted in a vast array of different skill levels, swirling overhead an event of hundreds of thousands of people.]]>

Look at something like Burning Man -- there are usually dozens of aircraft of all types and speeds piloted in a vast array of different skill levels, swirling overhead an event of hundreds of thousands of people.]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by Type47]]> 2018-08-24T08:46:35-04:00 2018-08-24T08:46:35-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52772#p52772 They must be shamed, beat down and regulated!
And on a totally unrelated note;
I wonder why general aviation is dying?
Why can’t we get young people interested in aviation?
If only there was a cheap, mostly unregulated way for young people to get involved in aviation...]]>
They must be shamed, beat down and regulated!
And on a totally unrelated note;
I wonder why general aviation is dying?
Why can’t we get young people interested in aviation?
If only there was a cheap, mostly unregulated way for young people to get involved in aviation...]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by TimTaylor]]> 2018-08-24T09:48:42-04:00 2018-08-24T09:48:42-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52773#p52773 <![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by ShawnM]]> 2018-08-24T10:51:04-04:00 2018-08-24T10:51:04-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52774#p52774
Type47 wrote:A bunch of young people getting into aviation, having a blast with their own equipment, endangering no-one but themselves.
They must be shamed, beat down and regulated!
And on a totally unrelated note;
I wonder why general aviation is dying?
Why can’t we get young people interested in aviation?
If only there was a cheap, mostly unregulated way for young people to get involved in aviation...


I agree, it's just sad that the first thing that come to mind for the OP is how can I get these kids in trouble. Terrorized the neighbors? Really, they are terrorized? Come on.]]>
Type47 wrote:A bunch of young people getting into aviation, having a blast with their own equipment, endangering no-one but themselves.
They must be shamed, beat down and regulated!
And on a totally unrelated note;
I wonder why general aviation is dying?
Why can’t we get young people interested in aviation?
If only there was a cheap, mostly unregulated way for young people to get involved in aviation...


I agree, it's just sad that the first thing that come to mind for the OP is how can I get these kids in trouble. Terrorized the neighbors? Really, they are terrorized? Come on.]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by Cub flyer]]> 2018-08-24T11:54:41-04:00 2018-08-24T11:54:41-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52776#p52776
A few weeks ago he came to me wanting to fly his paraglider. I told him that was fine but to not fly directly over the hangars and houses right next to the field and also the Super Walmart that adjoins the airport. There are plenty of wide open hayfields and open space on the east and south side of the airport. He said he had a handheld and knew how the pattern worked to keep an eye out for other traffic. I told him I would coming in with the King Air and would call several miles out to help him know I was coming.

My trip canceled so I didn’t leave and was at the airport. He parked his car out by the runway with another and setup a temporary windsock. They then took off and immediately started doing low altitude wingovers and hook turns over the entire airport. Tied down airplanes and hangars below roof height sometimes dragging the glider wingtips on the ground. Then he moved over to the walmart parking lot and proceeded to do the same thing but on and off the throttle sometimes at light pole height. They moved over the housing development just west of the airport treetop height and continued then over town for almost an hour nonstop.

I try really hard to keep the noise complaints down at the airport even though we run some loud stuff with the Beech 18 hauling jumpers we try to minimize our noise time over town. We have a pretty good relationship with town and would like to keep it that way. Imagine a dirt bike with tuned pipe Brappp Brappp Brappp directly over your roof over and over and over. That’s what it was idle to full throttle and back to idle over and over and over.

Then the kids were flying through my parents yard trying to run in place through their treetops over and over videoing with selfi sticks. Over my house and through the parking lot below roof height.

Next day multiple people stopped at the airport wondering what was going on last night.

The phone rang and it was the kid. He said “oh sorry I might have accidentally flown a little over WAL-MART parking lot last night” A little!!!! Sheesh.
I proceeded to tell him what I thought of the whole situation.

Week later he showed up wanting to fly his paraglider again. Total balls to do that. Said “oh I have reviewed part 103 and see where I was wrong and will strive to be better” I said forget the rules its just being a total dumbass and everything I asked him not to do he did first time out.

The video above was made a few days later. I have absolutely no problem with parameters, ppc or ultralights. Have flown a PPC and several ultralights. I have no problem with young people in aviation. I have taught many to fly and have kids we are teaching now. I do have a big problem with people disregarding what time we have put into trying to keep peace around my airport. You can’t see in the video but the east side of the bridge is open but the west side is a whole town and they are directly over the center of town a lot of the time. Google Nicholson PA. It’s not out in the empty farm land like they make it appear.]]>

A few weeks ago he came to me wanting to fly his paraglider. I told him that was fine but to not fly directly over the hangars and houses right next to the field and also the Super Walmart that adjoins the airport. There are plenty of wide open hayfields and open space on the east and south side of the airport. He said he had a handheld and knew how the pattern worked to keep an eye out for other traffic. I told him I would coming in with the King Air and would call several miles out to help him know I was coming.

My trip canceled so I didn’t leave and was at the airport. He parked his car out by the runway with another and setup a temporary windsock. They then took off and immediately started doing low altitude wingovers and hook turns over the entire airport. Tied down airplanes and hangars below roof height sometimes dragging the glider wingtips on the ground. Then he moved over to the walmart parking lot and proceeded to do the same thing but on and off the throttle sometimes at light pole height. They moved over the housing development just west of the airport treetop height and continued then over town for almost an hour nonstop.

I try really hard to keep the noise complaints down at the airport even though we run some loud stuff with the Beech 18 hauling jumpers we try to minimize our noise time over town. We have a pretty good relationship with town and would like to keep it that way. Imagine a dirt bike with tuned pipe Brappp Brappp Brappp directly over your roof over and over and over. That’s what it was idle to full throttle and back to idle over and over and over.

Then the kids were flying through my parents yard trying to run in place through their treetops over and over videoing with selfi sticks. Over my house and through the parking lot below roof height.

Next day multiple people stopped at the airport wondering what was going on last night.

The phone rang and it was the kid. He said “oh sorry I might have accidentally flown a little over WAL-MART parking lot last night” A little!!!! Sheesh.
I proceeded to tell him what I thought of the whole situation.

Week later he showed up wanting to fly his paraglider again. Total balls to do that. Said “oh I have reviewed part 103 and see where I was wrong and will strive to be better” I said forget the rules its just being a total dumbass and everything I asked him not to do he did first time out.

The video above was made a few days later. I have absolutely no problem with parameters, ppc or ultralights. Have flown a PPC and several ultralights. I have no problem with young people in aviation. I have taught many to fly and have kids we are teaching now. I do have a big problem with people disregarding what time we have put into trying to keep peace around my airport. You can’t see in the video but the east side of the bridge is open but the west side is a whole town and they are directly over the center of town a lot of the time. Google Nicholson PA. It’s not out in the empty farm land like they make it appear.]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by TimTaylor]]> 2018-08-24T12:45:27-04:00 2018-08-24T12:45:27-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52778#p52778 <![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by MrMorden]]> 2018-08-24T14:56:34-04:00 2018-08-24T14:56:34-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52779#p52779 The kid sounds like a jerk, but this whole thread has this kind of a feel:



Image]]>
The kid sounds like a jerk, but this whole thread has this kind of a feel:



Image]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by Cub flyer]]> 2018-08-24T17:23:51-04:00 2018-08-24T17:23:51-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52780#p52780
I have to wonder. If you take all the description in my earlier posts, remove paramotors and insert the following:

1. Fixed wing Part 103 ultralights
2. LSA compliant airplanes
3. Commercial drone operators
4. Normal GA 172 type airplanes

Would it be different?]]>

I have to wonder. If you take all the description in my earlier posts, remove paramotors and insert the following:

1. Fixed wing Part 103 ultralights
2. LSA compliant airplanes
3. Commercial drone operators
4. Normal GA 172 type airplanes

Would it be different?]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by Jim Hardin]]> 2018-08-25T08:16:07-04:00 2018-08-25T08:16:07-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52784#p52784
I would take it up with local law enforcement. Your neighbors are not going to understand the subtle differences between Part 91 and 103!

I would even consider a restraining order to keep him/them away from your airport and give local law enforcement the teeth they might need to take action.

It is a shame this even comes up but when it does you have to act :|]]>

I would take it up with local law enforcement. Your neighbors are not going to understand the subtle differences between Part 91 and 103!

I would even consider a restraining order to keep him/them away from your airport and give local law enforcement the teeth they might need to take action.

It is a shame this even comes up but when it does you have to act :|]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by Andrew G]]> 2018-08-25T14:40:27-04:00 2018-08-25T14:40:27-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52787#p52787 this is his job. And his job is no different than what the newspapers strive for everyday... the more eyeballs (clicks) the more money he makes (Hyundai ads, etc.). I actually agree with the comment about getting young people into aviation, it is a solid argument and one of the AOPA's primary missions. Sadly, the do-unto-others rule doesn't apply when the thrill factor needs to go up, up... and up. A cool vid about a paramotor with snappy music flying in the country doesn't cut it anymore, it doesn't pay the bills. It won't stop. First the viaduct, next a skyscraper... I feel badly for the airport and its pilots, the people running it get blamed by the neighbors, after all... a plane is a plane is plane... and it comes from the airport, therefore the airport is the villain. And we all pay the price.]]> this is his job. And his job is no different than what the newspapers strive for everyday... the more eyeballs (clicks) the more money he makes (Hyundai ads, etc.). I actually agree with the comment about getting young people into aviation, it is a solid argument and one of the AOPA's primary missions. Sadly, the do-unto-others rule doesn't apply when the thrill factor needs to go up, up... and up. A cool vid about a paramotor with snappy music flying in the country doesn't cut it anymore, it doesn't pay the bills. It won't stop. First the viaduct, next a skyscraper... I feel badly for the airport and its pilots, the people running it get blamed by the neighbors, after all... a plane is a plane is plane... and it comes from the airport, therefore the airport is the villain. And we all pay the price.]]> <![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by TimTaylor]]> 2018-08-25T15:49:34-04:00 2018-08-25T15:49:34-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52788#p52788 <![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by Andrew G]]> 2018-08-25T16:38:48-04:00 2018-08-25T16:38:48-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52789#p52789 <![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by Sling 2 Pilot]]> 2018-08-25T17:34:51-04:00 2018-08-25T17:34:51-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52790#p52790
The problem I see, is he is directly in a corridor of commercial aircraft. He mentions how he is constantly scanning for traffic. In most GA aircraft, you have, at least a better chance to maneuver than he does in a paramotor. Just sayin]]>

The problem I see, is he is directly in a corridor of commercial aircraft. He mentions how he is constantly scanning for traffic. In most GA aircraft, you have, at least a better chance to maneuver than he does in a paramotor. Just sayin]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by TimTaylor]]> 2018-08-25T18:45:06-04:00 2018-08-25T18:45:06-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52792#p52792
Andrew G wrote:Over the last several years... many make the news. This isn't a political forum... so we won't go there... however Geraldo started it... they all do it. Acosta? Again it is not flying, it is a business.

No, they don't all do it.]]>
Andrew G wrote:Over the last several years... many make the news. This isn't a political forum... so we won't go there... however Geraldo started it... they all do it. Acosta? Again it is not flying, it is a business.

No, they don't all do it.]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by Cub flyer]]> 2018-08-25T19:56:13-04:00 2018-08-25T19:56:13-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52793#p52793
Also titled “Leaving Smoke Rings Around Hot Air Balloons”

The commentary at about 2 min 34 sec]]>

Also titled “Leaving Smoke Rings Around Hot Air Balloons”

The commentary at about 2 min 34 sec]]>
<![CDATA[Hangar Talk :: Re: four Paramotors under the Nicholson Bridge :: Reply by Cub flyer]]> 2018-08-25T23:38:51-04:00 2018-08-25T23:38:51-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5155&p=52795#p52795
I fly that corridor very often. Sometimes several times a week. 10,000 and above your no longer limited to 250 knots.

Between my place 76N and say White Plains or Monmouth NJ ATC may reroute you 5-6 times. Frequently total reroute. If your not familiar with the area just figuring the intersections and spelling can be daunting. Then they clear you to fixes on approaches that your not even cleared for and so the fixes are not on the chart but only on the approach plate. You can’t get a word in to ask a question because the controller is rattling like an auctioneer and there are power changes, ATIS to listen to among other things Running single pilot IFR it’s common to have to go heads down to figure out the routing changes, airways and get it all loaded in. Just a busy time the whole way even for a short trip.

Between 76N and PHL they typically only allow me to 7,000 then drop down to 5,000 south of Allentown and then down to 3,000 to enter the Bravo. Even lower for the western outlying NYC airports Entering south jersey from PHL I’m at 2000. Trenton to Teterboro or some other short leg is also low.

The TCAS won’t pick him up. No ADS-B. Controllers will ignore an almost stationary primary target as a glitch in the system. Never will even come up if they are busy. Even birds move faster than a paraglider sometimes. Looking into the sun evening or early morning. Calm time of day perfect for PPG flying. I’m especially blind to the right when making a left turn. Engines in the way and the fuselage is too wide to look over the right cabin window sill.

Since he has no electrical system and it’s not a registered aircraft is a Mode C Transponder required above 10,000?

I believe it’s not required for the PPG so totally legal and legit at 15K in that area. Has as much right to be there as I do. I do admire the curiosity to see what the machine will do. I typically stay under 4,000 unless I’m talking and squawking. Below the local IFR minimum vectoring altitude. I don’t have to keep looking over my shoulder for the evening regional jet arrival that way. I fly a lot of no radio airplanes and I’m perfectly comfortable with that but I fly them in a way that I am out of the way as much as possible if that makes any sense.]]>

I fly that corridor very often. Sometimes several times a week. 10,000 and above your no longer limited to 250 knots.

Between my place 76N and say White Plains or Monmouth NJ ATC may reroute you 5-6 times. Frequently total reroute. If your not familiar with the area just figuring the intersections and spelling can be daunting. Then they clear you to fixes on approaches that your not even cleared for and so the fixes are not on the chart but only on the approach plate. You can’t get a word in to ask a question because the controller is rattling like an auctioneer and there are power changes, ATIS to listen to among other things Running single pilot IFR it’s common to have to go heads down to figure out the routing changes, airways and get it all loaded in. Just a busy time the whole way even for a short trip.

Between 76N and PHL they typically only allow me to 7,000 then drop down to 5,000 south of Allentown and then down to 3,000 to enter the Bravo. Even lower for the western outlying NYC airports Entering south jersey from PHL I’m at 2000. Trenton to Teterboro or some other short leg is also low.

The TCAS won’t pick him up. No ADS-B. Controllers will ignore an almost stationary primary target as a glitch in the system. Never will even come up if they are busy. Even birds move faster than a paraglider sometimes. Looking into the sun evening or early morning. Calm time of day perfect for PPG flying. I’m especially blind to the right when making a left turn. Engines in the way and the fuselage is too wide to look over the right cabin window sill.

Since he has no electrical system and it’s not a registered aircraft is a Mode C Transponder required above 10,000?

I believe it’s not required for the PPG so totally legal and legit at 15K in that area. Has as much right to be there as I do. I do admire the curiosity to see what the machine will do. I typically stay under 4,000 unless I’m talking and squawking. Below the local IFR minimum vectoring altitude. I don’t have to keep looking over my shoulder for the evening regional jet arrival that way. I fly a lot of no radio airplanes and I’m perfectly comfortable with that but I fly them in a way that I am out of the way as much as possible if that makes any sense.]]>
<![CDATA[Hangar Talk :: Fun Flight Review today (Cirrus, not Light Sport) :: Author FastEddieB]]> 2018-08-25T20:40:31-04:00 2018-08-25T20:40:31-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5158&p=52794#p52794
His plane is a 2005 SR22 Turbo, upgraded to Avidyne R9 avionics and freshened up with a gorgeous paint job.

Overall, I was pleased with the flight. I had not flown a Cirrus since September of 2010, so I was very rusty on the "buttonology" - not surprising since I've never flown behind the R9 suite. So I was always quite a bit behind on which button to push when, and kind of overwhelmed by the amount of data presented on the two screens:

Image

Realistically, I think it would take me 5 or 6 hours of instruction on the avionics to get comfortable enough to solo, even VFR. Though if I cheated and just used my 496 or iPad/iphone to navigate I could probably manage a VFR crosscountry now in a pinch.

We flew from Copperhill over to Dalton, GA and did a bunch of touch and goes. A couple regular, a soft field, a short field and a power off. All went really well - better than I had hoped. Then did some airwork and returned to Copperhill for another power off approach and landing.

Anyway, nice spending time with an old friend and again sampling how the other half lives!

Image]]>

His plane is a 2005 SR22 Turbo, upgraded to Avidyne R9 avionics and freshened up with a gorgeous paint job.

Overall, I was pleased with the flight. I had not flown a Cirrus since September of 2010, so I was very rusty on the "buttonology" - not surprising since I've never flown behind the R9 suite. So I was always quite a bit behind on which button to push when, and kind of overwhelmed by the amount of data presented on the two screens:

Image

Realistically, I think it would take me 5 or 6 hours of instruction on the avionics to get comfortable enough to solo, even VFR. Though if I cheated and just used my 496 or iPad/iphone to navigate I could probably manage a VFR crosscountry now in a pinch.

We flew from Copperhill over to Dalton, GA and did a bunch of touch and goes. A couple regular, a soft field, a short field and a power off. All went really well - better than I had hoped. Then did some airwork and returned to Copperhill for another power off approach and landing.

Anyway, nice spending time with an old friend and again sampling how the other half lives!

Image]]>
<![CDATA[Hangar Talk :: Re: Fun Flight Review today (Cirrus, not Light Sport) :: Reply by Cub flyer]]> 2018-08-27T02:26:00-04:00 2018-08-27T02:26:00-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5158&p=52802#p52802
Avidyne has quite a setup in there.]]>

Avidyne has quite a setup in there.]]>
<![CDATA[Hangar Talk :: Re: Fun Flight Review today (Cirrus, not Light Sport) :: Reply by FastEddieB]]> 2018-08-27T05:32:03-04:00 2018-08-27T05:32:03-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5158&p=52803#p52803
Image

For about 1/3 of what a new one costs now. Great plane, but as my life situation and mission profile changed it was just more plane and more expense than I needed. Hence the move to Light Sport.

Now, with Basic Med I hope to get more opportunities to fly in Cirrus’. But Light Sport is still the “sweet spot” for me.]]>

Image

For about 1/3 of what a new one costs now. Great plane, but as my life situation and mission profile changed it was just more plane and more expense than I needed. Hence the move to Light Sport.

Now, with Basic Med I hope to get more opportunities to fly in Cirrus’. But Light Sport is still the “sweet spot” for me.]]>
<![CDATA[Hangar Talk :: Re: Fun Flight Review today (Cirrus, not Light Sport) :: Reply by TimTaylor]]> 2018-08-27T11:58:16-04:00 2018-08-27T11:58:16-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5158&p=52808#p52808 ]]> ]]> <![CDATA[Hangar Talk :: Re: Fun Flight Review today (Cirrus, not Light Sport) :: Reply by FastEddieB]]> 2018-08-27T13:53:16-04:00 2018-08-27T13:53:16-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5158&p=52814#p52814
TimTaylor wrote:With your money, you might as well own 2 airplanes. Keep the SkyArrow for flying back and forth to your other home, and buy another Cirrus for long distance travel. :idea:


Have to see how much is left after the whole “Pole Barn” fiasco!

Anyway, if I play my cards right, I may be able to borrow a Cirrus when the need arises!]]>
TimTaylor wrote:With your money, you might as well own 2 airplanes. Keep the SkyArrow for flying back and forth to your other home, and buy another Cirrus for long distance travel. :idea:


Have to see how much is left after the whole “Pole Barn” fiasco!

Anyway, if I play my cards right, I may be able to borrow a Cirrus when the need arises!]]>
<![CDATA[Hangar Talk :: FAA Action Against Sensenich :: Author MrMorden]]> 2018-08-27T11:30:44-04:00 2018-08-27T11:30:44-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52806#p52806 https://www.faa.gov/news/press_releases/news_story.cfm?newsId=23014

This is a big friggin' deal -- The FAA has issued an emergency revocation of the repair station certificate for Sensenich's Connecticut maintenance facility.  From the press release:

The FAA alleges Sensenich falsified maintenance records and approved for return to service parts that had been improperly serviced.

The FAA also issued an Emergency Order of Revocation of the repairman certificate of the company’s accountable manager for the same alleged violations.

The FAA alleges that between March 2015 and at least February 2017, Sensenich and the accountable manager knowingly and intentionally performed maintenance on 47 propellers for 45 separate aircraft that was contrary to instructions in the manufacturer’s overhaul manuals.

The FAA further alleges that Sensenich and the accountable manager certified that on 47 separate occasions, the work was performed in accordance with the manufacturer’s overhaul manuals and Federal Aviation Regulations, and approved the propellers for return to service. Sensenich officials knew, however, that the propellers were not properly overhauled, the FAA alleges.


There are a LOT of LSAs using these props, including most RV-12s.  It's unclear how this will affect maintenance on those props going forward.]]>
https://www.faa.gov/news/press_releases/news_story.cfm?newsId=23014

This is a big friggin' deal -- The FAA has issued an emergency revocation of the repair station certificate for Sensenich's Connecticut maintenance facility.  From the press release:

The FAA alleges Sensenich falsified maintenance records and approved for return to service parts that had been improperly serviced.

The FAA also issued an Emergency Order of Revocation of the repairman certificate of the company’s accountable manager for the same alleged violations.

The FAA alleges that between March 2015 and at least February 2017, Sensenich and the accountable manager knowingly and intentionally performed maintenance on 47 propellers for 45 separate aircraft that was contrary to instructions in the manufacturer’s overhaul manuals.

The FAA further alleges that Sensenich and the accountable manager certified that on 47 separate occasions, the work was performed in accordance with the manufacturer’s overhaul manuals and Federal Aviation Regulations, and approved the propellers for return to service. Sensenich officials knew, however, that the propellers were not properly overhauled, the FAA alleges.


There are a LOT of LSAs using these props, including most RV-12s.  It's unclear how this will affect maintenance on those props going forward.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by Warmi]]> 2018-08-27T12:00:36-04:00 2018-08-27T12:00:36-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52809#p52809
I guess it also depends if the “contrary to the manual “ part refers to serious, structurally important parts or perhaps some minor oversight.]]>

I guess it also depends if the “contrary to the manual “ part refers to serious, structurally important parts or perhaps some minor oversight.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by 3Dreaming]]> 2018-08-27T12:42:16-04:00 2018-08-27T12:42:16-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52810#p52810
MrMorden wrote:https://www.faa.gov/news/press_releases/news_story.cfm?newsId=23014

This is a big friggin' deal -- The FAA has issued an emergency revocation of the repair station certificate for Sensenich's Connecticut maintenance facility.  From the press release:

The FAA alleges Sensenich falsified maintenance records and approved for return to service parts that had been improperly serviced.

The FAA also issued an Emergency Order of Revocation of the repairman certificate of the company’s accountable manager for the same alleged violations.

The FAA alleges that between March 2015 and at least February 2017, Sensenich and the accountable manager knowingly and intentionally performed maintenance on 47 propellers for 45 separate aircraft that was contrary to instructions in the manufacturer’s overhaul manuals.

The FAA further alleges that Sensenich and the accountable manager certified that on 47 separate occasions, the work was performed in accordance with the manufacturer’s overhaul manuals and Federal Aviation Regulations, and approved the propellers for return to service. Sensenich officials knew, however, that the propellers were not properly overhauled, the FAA alleges.


There are a LOT of LSAs using these props, including most RV-12s.  It's unclear how this will affect maintenance on those props going forward.


This does not effect the LSA propellers, unless it would happen to be a metal propeller on a vintage standard category LSA. Furthermore the effected propellers may not even be Sensenich propellers.

The composite ground adjustable propellers are manufactured in Florida, and their repair facility for these propellers is also there.]]>
MrMorden wrote:https://www.faa.gov/news/press_releases/news_story.cfm?newsId=23014

This is a big friggin' deal -- The FAA has issued an emergency revocation of the repair station certificate for Sensenich's Connecticut maintenance facility.  From the press release:

The FAA alleges Sensenich falsified maintenance records and approved for return to service parts that had been improperly serviced.

The FAA also issued an Emergency Order of Revocation of the repairman certificate of the company’s accountable manager for the same alleged violations.

The FAA alleges that between March 2015 and at least February 2017, Sensenich and the accountable manager knowingly and intentionally performed maintenance on 47 propellers for 45 separate aircraft that was contrary to instructions in the manufacturer’s overhaul manuals.

The FAA further alleges that Sensenich and the accountable manager certified that on 47 separate occasions, the work was performed in accordance with the manufacturer’s overhaul manuals and Federal Aviation Regulations, and approved the propellers for return to service. Sensenich officials knew, however, that the propellers were not properly overhauled, the FAA alleges.


There are a LOT of LSAs using these props, including most RV-12s.  It's unclear how this will affect maintenance on those props going forward.


This does not effect the LSA propellers, unless it would happen to be a metal propeller on a vintage standard category LSA. Furthermore the effected propellers may not even be Sensenich propellers.

The composite ground adjustable propellers are manufactured in Florida, and their repair facility for these propellers is also there.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by MrMorden]]> 2018-08-27T12:51:04-04:00 2018-08-27T13:12:41-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52811#p52811
Third party shops should be able to do the work on wood or metal props, but most of the modern Sensenich LSA props like on the RV-12 are pressure-bonded hollow composite...not sure how many shops can work on those.]]>

Third party shops should be able to do the work on wood or metal props, but most of the modern Sensenich LSA props like on the RV-12 are pressure-bonded hollow composite...not sure how many shops can work on those.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by MrMorden]]> 2018-08-27T13:07:22-04:00 2018-08-27T13:07:22-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52813#p52813
IMPORTANT NOTICE – FAA REVOCATION ORDER DOES NOT APPLY TO US
You may know about an August 21, 2018 Federal Aviation Administration (“FAA”) press release
describing the revocation of a Connecticut repair station certificate of a company named
Sensenich Propeller Service, Inc.
Please be informed that Sensenich Propeller Manufacturing Co., Inc., Sensenich Wood Propeller
Co., Inc., and its subsidiary, Sensenich Composites, Inc. (collectively, “Sensenich Propeller
Company”) are not affiliated and do not share ownership or management with the Repair
Station Company in any way. In September 1995, the Repair Station Company became
independent from us and was allowed to continue to use the name “Sensenich.” Other than the
similar name, there has been no connection between the two business groups since then.
Sensenich Propeller Company remains committed to integrity and quality products and services
that meet or exceed all industry and governmental standards.
Sensenich Propeller Company has no connection whatsoever with the August 21, 2018 FAA
revocation order or the Repair Station Company, and the FAA order does not apply to us in
any way.

No affiliation, except they used to be part of the same company. No mention whether that company is currently used as the maintenance facility for the Sensenich factory. Now I'm just left with questions.]]>

IMPORTANT NOTICE – FAA REVOCATION ORDER DOES NOT APPLY TO US
You may know about an August 21, 2018 Federal Aviation Administration (“FAA”) press release
describing the revocation of a Connecticut repair station certificate of a company named
Sensenich Propeller Service, Inc.
Please be informed that Sensenich Propeller Manufacturing Co., Inc., Sensenich Wood Propeller
Co., Inc., and its subsidiary, Sensenich Composites, Inc. (collectively, “Sensenich Propeller
Company”) are not affiliated and do not share ownership or management with the Repair
Station Company in any way. In September 1995, the Repair Station Company became
independent from us and was allowed to continue to use the name “Sensenich.” Other than the
similar name, there has been no connection between the two business groups since then.
Sensenich Propeller Company remains committed to integrity and quality products and services
that meet or exceed all industry and governmental standards.
Sensenich Propeller Company has no connection whatsoever with the August 21, 2018 FAA
revocation order or the Repair Station Company, and the FAA order does not apply to us in
any way.

No affiliation, except they used to be part of the same company. No mention whether that company is currently used as the maintenance facility for the Sensenich factory. Now I'm just left with questions.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by TimTaylor]]> 2018-08-27T15:07:16-04:00 2018-08-27T15:07:16-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52815#p52815 <![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by Andrew G]]> 2018-08-27T15:44:06-04:00 2018-08-27T15:44:06-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52816#p52816 <![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by MrMorden]]> 2018-08-27T15:50:26-04:00 2018-08-27T15:50:26-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52817#p52817
TimTaylor wrote:Seems very clear. They spun off the repair shop several years ago as a separate company. If you didn't have your prop serviced there, it's a non issue. When they spun it off in 1995, they should have not allowed the use of the Sensenich name.


They have not said whether the spun off shops continues as the official Sensenich repair shop, or whether they now have their own separate repair facility. In other words, going forward, where do you send your prop?]]>
TimTaylor wrote:Seems very clear. They spun off the repair shop several years ago as a separate company. If you didn't have your prop serviced there, it's a non issue. When they spun it off in 1995, they should have not allowed the use of the Sensenich name.


They have not said whether the spun off shops continues as the official Sensenich repair shop, or whether they now have their own separate repair facility. In other words, going forward, where do you send your prop?]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by dstclair]]> 2018-08-27T17:43:42-04:00 2018-08-27T17:43:42-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52818#p52818 <![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by MrMorden]]> 2018-08-27T19:43:00-04:00 2018-08-27T19:43:00-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52819#p52819
dstclair wrote:Who said this particular shop was 'the official Sensenich repair/overhaul' shop? This is just one of around forty that are factory authorized to work on Sensenich props. This particular shop happens to have Sensenich in the name but it has no legal relationship to the manufacturer Sensenich.


No current legal relationship. Previously they were the SAME company. My question is, if you send a prop in to Sensenich for warranty work or overhaul, does it get farmed out to that facility? If not, it seems dumb for Sensenich to let them retain the Sensenich name and create market confusion.

Alphabet and Google are “separate” companies, but all search and data services used by Alphabet are through Google. My question is: “To what degree was Sensenich using this repair shop, that used to be one and the same with them, to do current or recent work?”

I can’t believe this is hard to grasp. Companies split various functions into multiple companies all the time, it in no way means the one doesn’t do work for the other, sometimes exclusively. When I worked for Delta, I technically worked for an IT company called Delta Technology. But Delta Tech’s ONLY client was Delta Airlines, and the airline didn’t have any other IT services supplier. Legally separate companies? Yes. No relation whatsoever? Laughable.]]>
dstclair wrote:Who said this particular shop was 'the official Sensenich repair/overhaul' shop? This is just one of around forty that are factory authorized to work on Sensenich props. This particular shop happens to have Sensenich in the name but it has no legal relationship to the manufacturer Sensenich.


No current legal relationship. Previously they were the SAME company. My question is, if you send a prop in to Sensenich for warranty work or overhaul, does it get farmed out to that facility? If not, it seems dumb for Sensenich to let them retain the Sensenich name and create market confusion.

Alphabet and Google are “separate” companies, but all search and data services used by Alphabet are through Google. My question is: “To what degree was Sensenich using this repair shop, that used to be one and the same with them, to do current or recent work?”

I can’t believe this is hard to grasp. Companies split various functions into multiple companies all the time, it in no way means the one doesn’t do work for the other, sometimes exclusively. When I worked for Delta, I technically worked for an IT company called Delta Technology. But Delta Tech’s ONLY client was Delta Airlines, and the airline didn’t have any other IT services supplier. Legally separate companies? Yes. No relation whatsoever? Laughable.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by Warmi]]> 2018-08-27T20:25:14-04:00 2018-08-27T20:25:14-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52820#p52820 The company’s two other maintenance facilities that it operates elsewhere in the country are not affected by this Emergency Order of Revocation.”
If this is some independent facility then what “other two facilities” the notices refers to ? Meaning the independent maintenace company had two other locations or is FAA implying that this is part of the Sensenich props company?]]>
The company’s two other maintenance facilities that it operates elsewhere in the country are not affected by this Emergency Order of Revocation.”
If this is some independent facility then what “other two facilities” the notices refers to ? Meaning the independent maintenace company had two other locations or is FAA implying that this is part of the Sensenich props company?]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by MrMorden]]> 2018-08-27T21:29:56-04:00 2018-08-27T21:29:56-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52821#p52821
Warmi wrote:The confusing part is that the FAA notice explicitly states that “The company’s two other maintenance facilities that it operates elsewhere in the country are not affected by this Emergency Order of Revocation.”
If this is some independent facility then what “other two facilities” the notices refers to ? Meaning the independent maintenace company had two other locations or is FAA implying that this is part of the Sensenich props company?


Excellent point. As I said...clear as mud!]]>
Warmi wrote:The confusing part is that the FAA notice explicitly states that “The company’s two other maintenance facilities that it operates elsewhere in the country are not affected by this Emergency Order of Revocation.”
If this is some independent facility then what “other two facilities” the notices refers to ? Meaning the independent maintenace company had two other locations or is FAA implying that this is part of the Sensenich props company?


Excellent point. As I said...clear as mud!]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by dstclair]]> 2018-08-27T22:06:44-04:00 2018-08-27T22:06:44-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52822#p52822 http://www.sensenichpropellers.com/contact/). The CT location is the subject of the FAA action. GA and PA are not affected The action also has no bearing on Sensenich Propeller Manufacturing Company which is itself a FAA Ceterfied Repair Station. Presumably to do warranty and repairs.]]> http://www.sensenichpropellers.com/contact/). The CT location is the subject of the FAA action. GA and PA are not affected The action also has no bearing on Sensenich Propeller Manufacturing Company which is itself a FAA Ceterfied Repair Station. Presumably to do warranty and repairs.]]> <![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by Warmi]]> 2018-08-27T22:30:36-04:00 2018-08-27T22:30:36-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52823#p52823 <![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by TimTaylor]]> 2018-08-28T01:08:33-04:00 2018-08-28T01:08:33-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52826#p52826
In the case of Sensenich, the spin-off would be worth far more with the Sensenich name versus without the name. I don't have any idea who Sensenich partners with to do their prop maintenance and/or restoration, but I assume it is quite likely the new spin-off continued to be a supplier of services to Sensenich. If so, any work done within this time period of 2015 - 2017 will be subject to recall, I suspect.]]>

In the case of Sensenich, the spin-off would be worth far more with the Sensenich name versus without the name. I don't have any idea who Sensenich partners with to do their prop maintenance and/or restoration, but I assume it is quite likely the new spin-off continued to be a supplier of services to Sensenich. If so, any work done within this time period of 2015 - 2017 will be subject to recall, I suspect.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by MrMorden]]> 2018-08-28T08:18:20-04:00 2018-08-28T08:18:20-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52827#p52827
TimTaylor wrote:In the case of Sensenich, the spin-off would be worth far more with the Sensenich name versus without the name. I don't have any idea who Sensenich partners with to do their prop maintenance and/or restoration, but I assume it is quite likely the new spin-off continued to be a supplier of services to Sensenich. If so, any work done within this time period of 2015 - 2017 will be subject to recall, I suspect.


Exactly. The "that's a different company" line rings a little hollow without some more info on what the current relationship is between the two companies. I *hope* this turns out to be a non-issue for owners, but right now we just don't have enough information to say one way or another.]]>
TimTaylor wrote:In the case of Sensenich, the spin-off would be worth far more with the Sensenich name versus without the name. I don't have any idea who Sensenich partners with to do their prop maintenance and/or restoration, but I assume it is quite likely the new spin-off continued to be a supplier of services to Sensenich. If so, any work done within this time period of 2015 - 2017 will be subject to recall, I suspect.


Exactly. The "that's a different company" line rings a little hollow without some more info on what the current relationship is between the two companies. I *hope* this turns out to be a non-issue for owners, but right now we just don't have enough information to say one way or another.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by dstclair]]> 2018-08-28T08:58:59-04:00 2018-08-28T08:58:59-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52828#p52828 <![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by drseti]]> 2018-08-28T09:11:23-04:00 2018-08-28T09:11:23-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52829#p52829
dstclair wrote:Andy -- would you be less concerned if the propeller service spinoff would've been named 'Bob's Prop Shop'?


That would sure make it easier to hang Bob out to dry]]>
dstclair wrote:Andy -- would you be less concerned if the propeller service spinoff would've been named 'Bob's Prop Shop'?


That would sure make it easier to hang Bob out to dry]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by MrMorden]]> 2018-08-28T10:03:40-04:00 2018-08-28T10:03:40-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52830#p52830
dstclair wrote:Andy -- would you be less concerned if the propeller service spinoff would've been named 'Bob's Prop Shop'?


I don't give a shit about the name. I care what their maintenance relationship is with the company that makes the props, which is still unclear.]]>
dstclair wrote:Andy -- would you be less concerned if the propeller service spinoff would've been named 'Bob's Prop Shop'?


I don't give a shit about the name. I care what their maintenance relationship is with the company that makes the props, which is still unclear.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by 3Dreaming]]> 2018-08-28T10:06:01-04:00 2018-08-28T10:06:01-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52831#p52831 <![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by 3Dreaming]]> 2018-08-28T10:09:37-04:00 2018-08-28T10:09:37-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52832#p52832
MrMorden wrote:
dstclair wrote:Andy -- would you be less concerned if the propeller service spinoff would've been named 'Bob's Prop Shop'?


I don't give a shit about the name. I care what their maintenance relationship is with the company that makes the props, which is still unclear.


They are just like any other propeller repair stations that are authorized to service Sensenich propellers. They also service other brands of propellers.]]>
MrMorden wrote:
dstclair wrote:Andy -- would you be less concerned if the propeller service spinoff would've been named 'Bob's Prop Shop'?


I don't give a shit about the name. I care what their maintenance relationship is with the company that makes the props, which is still unclear.


They are just like any other propeller repair stations that are authorized to service Sensenich propellers. They also service other brands of propellers.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by MrMorden]]> 2018-08-28T10:36:59-04:00 2018-08-28T10:36:59-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52833#p52833
3Dreaming wrote:
MrMorden wrote:
dstclair wrote:Andy -- would you be less concerned if the propeller service spinoff would've been named 'Bob's Prop Shop'?


I don't give a shit about the name. I care what their maintenance relationship is with the company that makes the props, which is still unclear.


They are just like any other propeller repair stations that are authorized to service Sensenich propellers. They also service other brands of propellers.


Of course. But what percentage of Sensenich props did the factory refer there for service? 0%? 10%? 90%? We don't know. If anybody knows this answer, they have so far not said it. Just stating they are an independent company means nothing, especially when they share common history and a name with the manufacturer.

If GMAC financing was found to be defrauding customers, and GM said "hey, that's not us, it's a totally separate company"...people would laugh. That is the financing arm of GM, and their preferred finance company. Is this the preferred overhaul/repair company for Sensenich, for some or all types of props? Do they do any work at all for them? That has not been addressed.]]>
3Dreaming wrote:
MrMorden wrote:
dstclair wrote:Andy -- would you be less concerned if the propeller service spinoff would've been named 'Bob's Prop Shop'?


I don't give a shit about the name. I care what their maintenance relationship is with the company that makes the props, which is still unclear.


They are just like any other propeller repair stations that are authorized to service Sensenich propellers. They also service other brands of propellers.


Of course. But what percentage of Sensenich props did the factory refer there for service? 0%? 10%? 90%? We don't know. If anybody knows this answer, they have so far not said it. Just stating they are an independent company means nothing, especially when they share common history and a name with the manufacturer.

If GMAC financing was found to be defrauding customers, and GM said "hey, that's not us, it's a totally separate company"...people would laugh. That is the financing arm of GM, and their preferred finance company. Is this the preferred overhaul/repair company for Sensenich, for some or all types of props? Do they do any work at all for them? That has not been addressed.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by TimTaylor]]> 2018-08-28T12:45:24-04:00 2018-08-28T12:45:24-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52834#p52834 <![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by 3Dreaming]]> 2018-08-28T13:22:00-04:00 2018-08-28T13:22:00-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52835#p52835
MrMorden wrote:
3Dreaming wrote:
MrMorden wrote:
I don't give a shit about the name. I care what their maintenance relationship is with the company that makes the props, which is still unclear.


They are just like any other propeller repair stations that are authorized to service Sensenich propellers. They also service other brands of propellers.


Of course. But what percentage of Sensenich props did the factory refer there for service? 0%? 10%? 90%? We don't know. If anybody knows this answer, they have so far not said it. Just stating they are an independent company means nothing, especially when they share common history and a name with the manufacturer.

If GMAC financing was found to be defrauding customers, and GM said "hey, that's not us, it's a totally separate company"...people would laugh. That is the financing arm of GM, and their preferred finance company. Is this the preferred overhaul/repair company for Sensenich, for some or all types of props? Do they do any work at all for them? That has not been addressed.


I'm not sure why you are trying to make something out of nothing. If a Chevrolet service center was found to be installing counterfeit parts would it be Chevrolets fault because they listed them as a place to get service? They both have Chevrolet in their names.]]>
MrMorden wrote:
3Dreaming wrote:
MrMorden wrote:
I don't give a shit about the name. I care what their maintenance relationship is with the company that makes the props, which is still unclear.


They are just like any other propeller repair stations that are authorized to service Sensenich propellers. They also service other brands of propellers.


Of course. But what percentage of Sensenich props did the factory refer there for service? 0%? 10%? 90%? We don't know. If anybody knows this answer, they have so far not said it. Just stating they are an independent company means nothing, especially when they share common history and a name with the manufacturer.

If GMAC financing was found to be defrauding customers, and GM said "hey, that's not us, it's a totally separate company"...people would laugh. That is the financing arm of GM, and their preferred finance company. Is this the preferred overhaul/repair company for Sensenich, for some or all types of props? Do they do any work at all for them? That has not been addressed.


I'm not sure why you are trying to make something out of nothing. If a Chevrolet service center was found to be installing counterfeit parts would it be Chevrolets fault because they listed them as a place to get service? They both have Chevrolet in their names.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by MrMorden]]> 2018-08-28T14:30:48-04:00 2018-08-28T14:30:48-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52838#p52838
3Dreaming wrote:I'm not sure why you are trying to make something out of nothing. If a Chevrolet service center was found to be installing counterfeit parts would it be Chevrolets fault because they listed them as a place to get service? They both have Chevrolet in their names.


I have no idea why you are trying to make this into nothing when we don't know if it's nothing or not.

I'm not saying there is a huge problem here, or that there's not. I'm saying Sensenich's statement on this leaves more questions than answers. If you can answer the following questions I'll shut up, but so far nobody has:

1) What was the business relationship between this repair station and Sensenich Propellers at the time of this FAA action?

2) What volume and what type of propeller work was referred by Sensenich Propeller and performed at this repair shop?

3) What are going to be the implications of this action for warranty, overhaul, and repair services going forward, and will this change who performs the work?

I don't know the answers to those questions, and neither do you, because Sensenich has not provided that information. I'm pretty shocked that folks here just want to put their fingers in their ears and assume there's nothing to worry about because Sensenich said so in a vague statement. At least I'm asking the questions.]]>
3Dreaming wrote:I'm not sure why you are trying to make something out of nothing. If a Chevrolet service center was found to be installing counterfeit parts would it be Chevrolets fault because they listed them as a place to get service? They both have Chevrolet in their names.


I have no idea why you are trying to make this into nothing when we don't know if it's nothing or not.

I'm not saying there is a huge problem here, or that there's not. I'm saying Sensenich's statement on this leaves more questions than answers. If you can answer the following questions I'll shut up, but so far nobody has:

1) What was the business relationship between this repair station and Sensenich Propellers at the time of this FAA action?

2) What volume and what type of propeller work was referred by Sensenich Propeller and performed at this repair shop?

3) What are going to be the implications of this action for warranty, overhaul, and repair services going forward, and will this change who performs the work?

I don't know the answers to those questions, and neither do you, because Sensenich has not provided that information. I'm pretty shocked that folks here just want to put their fingers in their ears and assume there's nothing to worry about because Sensenich said so in a vague statement. At least I'm asking the questions.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by TimTaylor]]> 2018-08-28T14:36:30-04:00 2018-08-28T14:36:30-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52839#p52839
I'm sure the answer to #3 is that Sensenich, the real company, will stand behind any warranty you received from them regardless of who they used to do the actual work.

As far as the future, there is always a risk of doing business with anyone or any company. What is different now in this situation? Nothing.]]>

I'm sure the answer to #3 is that Sensenich, the real company, will stand behind any warranty you received from them regardless of who they used to do the actual work.

As far as the future, there is always a risk of doing business with anyone or any company. What is different now in this situation? Nothing.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by 3Dreaming]]> 2018-08-28T15:37:24-04:00 2018-08-28T15:37:24-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52840#p52840
2. I don't know if you can really call it a referral, but I suspect that the facility was listed along with the 25 remaining facilities on the Sensenich.com website as an approved repair center. The Connecticut facility is no longer listed on their website.

3. One of the other 25 remaining repair centers will be able to perform maintenance and warranty work on Sensenich propellers, including the other two Sensenich Propeller Service, Inc. locations as indicated by the FAA's press release.

Again I would be willing to bet that the 47 propellers in question were not even Sensenich propellers.]]>

2. I don't know if you can really call it a referral, but I suspect that the facility was listed along with the 25 remaining facilities on the Sensenich.com website as an approved repair center. The Connecticut facility is no longer listed on their website.

3. One of the other 25 remaining repair centers will be able to perform maintenance and warranty work on Sensenich propellers, including the other two Sensenich Propeller Service, Inc. locations as indicated by the FAA's press release.

Again I would be willing to bet that the 47 propellers in question were not even Sensenich propellers.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by Andrew G]]> 2018-08-30T05:23:12-04:00 2018-08-30T05:23:12-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52844#p52844

I come from the aerospace manufacturing industry... recently retired. There are two types of shops... manufacturers of product (the Sensenich Prop Co) and the repair shops (the guy in CT). Operationally, they are completely different. One group makes Parts and ships them to airframers (Cessna, Piper, Cub Crafters, etc.) and the other group takes in business from "retail" customers -- the flying public, as the A&P's dictate during Annuals. Oftentimes the manufacturer and the repair shop are one in the same, like Continental and Lycoming which will make your engine and reburb it as well.

Repair shops are formerly approved by the company making the Parts... in this case Sensenich... the 3rd party repair shops have to strictly comply with a Quality System approved by Sensenich. Quality System adherence adds a lot of cost to the repair process, i.e. the time and overhead checking and rechecking the prop as it makes its way through the repair/checking process.

The prop repair shop in CT allegedly was NOT following the Prop Makers' "approved" Quality Systems. Sadly, this happens when owners are stretched for cash, or key personnel quit, or good old greed, and they will bypass critical Parts checks and or repairs and yet charge the customer as if they are making the critical checks and repairs outlined in their OEM-approved Quality System.

In my professional opinion, Sense sold the shop and licensed their good name to the CT Shop Buyer many moons ago. The Buyer paid more for the privilege of using the Sense name. There probably was an ongoing repair relationship whereby the CT shop was allowed the privilege to repair Sense props as long as an approved Quality System was in force in CT. I am sure the Sense company is scrambling to figure out which props were "repaired and checked" by the CT shop... and Sense most likely has the right to enter the CT shop to inspect records, etc. The FAA is now in control (good) and reconciling the who-has-what-prop program right now. It is a major mess for obvious reasons. When a shop discontinues using a Quality System (oftentimes "fibs" i.e. checks the checkboxes without performing the work called out in the Quality System), the CT shop owners are in deep prop prop.]]>


I come from the aerospace manufacturing industry... recently retired. There are two types of shops... manufacturers of product (the Sensenich Prop Co) and the repair shops (the guy in CT). Operationally, they are completely different. One group makes Parts and ships them to airframers (Cessna, Piper, Cub Crafters, etc.) and the other group takes in business from "retail" customers -- the flying public, as the A&P's dictate during Annuals. Oftentimes the manufacturer and the repair shop are one in the same, like Continental and Lycoming which will make your engine and reburb it as well.

Repair shops are formerly approved by the company making the Parts... in this case Sensenich... the 3rd party repair shops have to strictly comply with a Quality System approved by Sensenich. Quality System adherence adds a lot of cost to the repair process, i.e. the time and overhead checking and rechecking the prop as it makes its way through the repair/checking process.

The prop repair shop in CT allegedly was NOT following the Prop Makers' "approved" Quality Systems. Sadly, this happens when owners are stretched for cash, or key personnel quit, or good old greed, and they will bypass critical Parts checks and or repairs and yet charge the customer as if they are making the critical checks and repairs outlined in their OEM-approved Quality System.

In my professional opinion, Sense sold the shop and licensed their good name to the CT Shop Buyer many moons ago. The Buyer paid more for the privilege of using the Sense name. There probably was an ongoing repair relationship whereby the CT shop was allowed the privilege to repair Sense props as long as an approved Quality System was in force in CT. I am sure the Sense company is scrambling to figure out which props were "repaired and checked" by the CT shop... and Sense most likely has the right to enter the CT shop to inspect records, etc. The FAA is now in control (good) and reconciling the who-has-what-prop program right now. It is a major mess for obvious reasons. When a shop discontinues using a Quality System (oftentimes "fibs" i.e. checks the checkboxes without performing the work called out in the Quality System), the CT shop owners are in deep prop prop.]]>
<![CDATA[Hangar Talk :: Re: FAA Action Against Sensenich :: Reply by 3Dreaming]]> 2018-08-30T11:19:35-04:00 2018-08-30T11:19:35-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5160&p=52845#p52845 https://www.avweb.com/avwebflash/news/F ... 418-1.html

Andy, this should clear things up a little. They provide the specific issue that caused the violation. It has to do with testing of a spring. Sensenich propeller has never produced a propeller with a spring, so none of the propellers in question were Sensenich propellers.]]>
https://www.avweb.com/avwebflash/news/F ... 418-1.html

Andy, this should clear things up a little. They provide the specific issue that caused the violation. It has to do with testing of a spring. Sensenich propeller has never produced a propeller with a spring, so none of the propellers in question were Sensenich propellers.]]>
<![CDATA[Hangar Talk :: Garmin purchases FltPlan :: Author foresterpoole]]> 2018-08-30T13:27:27-04:00 2018-08-30T13:27:27-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5161&p=52846#p52846

https://generalaviationnews.com/2018/08/29/garmin-acquires-fltplan-com/]]>


https://generalaviationnews.com/2018/08/29/garmin-acquires-fltplan-com/]]>
<![CDATA[Hangar Talk :: Re: Garmin purchases FltPlan :: Reply by TimTaylor]]> 2018-08-30T13:32:08-04:00 2018-08-30T13:32:08-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5161&p=52847#p52847 <![CDATA[Hangar Talk :: Re: Garmin purchases FltPlan :: Reply by ShawnM]]> 2018-08-30T16:41:08-04:00 2018-08-30T16:41:08-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5161&p=52848#p52848
TimTaylor wrote:...... I have the VFR, IFR, multi-platform subscription. That allows me to use it on 4 devices including Surface Pro 4, iPad Mini 4, iPhone 6S Plus, and Nexsus 7. iFly will be releasing a major updated version within a couple days.


FltPlan Go also has both VFR and IFR charts (all georeferenced) and much much more and you can install it on 10 different devices if you want. And it's FREE. A EFB that offers all this for FREE is worth taking a look at. Hopefully Garmin won't muck it up and start charging users for every little feature. I'm a ForeFlight basic user with the $74.99 annual subscription but have used FltPlan Go in the past.

FltPlan Go Features include:
Geo-referenced Approach Plates, Taxi Charts, and
Airport Diagrams for the U.S. and Canada
Approach Charts on Maps
AirDrop
Custom Waypoints (including CSV, KMZ, and KML imports)
SIDs and STARs with transitions displayed on route
AirDrop
Instrument Panel
Split Screen (not available for iPhone)
Auto-syncing of NavLogs, Routes, and Weather
Airport & FBO Information
Fuel Prices
Moving Maps
NavLogs
In-flight Weather
Animated WX
MOS Weather
Weight & Balance
Documents
Binders
Flight Tracking
PDCs
eLogbook
Calculators
Scratchpad
Aircraft Checklists
Breadcrumbs with Enhanced Playback
CAP Grid
Measure Tool
Cloud Tops Tool
Spotlight Integration for iOS 9
Emailing, Printing, Annotating of NavLogs
Howgozit
Transfer routes from AOPA Flight Planner]]>
TimTaylor wrote:...... I have the VFR, IFR, multi-platform subscription. That allows me to use it on 4 devices including Surface Pro 4, iPad Mini 4, iPhone 6S Plus, and Nexsus 7. iFly will be releasing a major updated version within a couple days.


FltPlan Go also has both VFR and IFR charts (all georeferenced) and much much more and you can install it on 10 different devices if you want. And it's FREE. A EFB that offers all this for FREE is worth taking a look at. Hopefully Garmin won't muck it up and start charging users for every little feature. I'm a ForeFlight basic user with the $74.99 annual subscription but have used FltPlan Go in the past.

FltPlan Go Features include:
Geo-referenced Approach Plates, Taxi Charts, and
Airport Diagrams for the U.S. and Canada
Approach Charts on Maps
AirDrop
Custom Waypoints (including CSV, KMZ, and KML imports)
SIDs and STARs with transitions displayed on route
AirDrop
Instrument Panel
Split Screen (not available for iPhone)
Auto-syncing of NavLogs, Routes, and Weather
Airport & FBO Information
Fuel Prices
Moving Maps
NavLogs
In-flight Weather
Animated WX
MOS Weather
Weight & Balance
Documents
Binders
Flight Tracking
PDCs
eLogbook
Calculators
Scratchpad
Aircraft Checklists
Breadcrumbs with Enhanced Playback
CAP Grid
Measure Tool
Cloud Tops Tool
Spotlight Integration for iOS 9
Emailing, Printing, Annotating of NavLogs
Howgozit
Transfer routes from AOPA Flight Planner]]>
<![CDATA[Hangar Talk :: Re: Garmin purchases FltPlan :: Reply by TimTaylor]]> 2018-08-30T17:41:18-04:00 2018-08-30T17:41:18-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5161&p=52849#p52849 <![CDATA[Hangar Talk :: Re: Garmin purchases FltPlan :: Reply by foresterpoole]]> 2018-09-05T13:12:55-04:00 2018-09-05T13:12:55-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5161&p=52930#p52930 <![CDATA[Hangar Talk :: Re: Rotax Service Class Oct. 6 & 7, 2018 in Tucson, AZ :: Reply by roger lee]]> 2018-09-06T10:13:48-04:00 2018-09-06T10:13:48-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5116&p=52934#p52934
http://www.cps-parts.com/catalog/rtxpag ... pclass.php]]>

http://www.cps-parts.com/catalog/rtxpag ... pclass.php]]>
<![CDATA[Hangar Talk :: Re: Hanging Up My Wings :: Reply by TimTaylor]]> 2018-09-06T16:31:24-04:00 2018-09-06T16:31:24-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=4997&p=52937#p52937 <![CDATA[Hangar Talk :: Re: Hanging Up My Wings :: Reply by 3Dreaming]]> 2018-09-06T19:48:41-04:00 2018-09-06T19:48:41-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=4997&p=52938#p52938 <![CDATA[Hangar Talk :: Re: Hanging Up My Wings :: Reply by TimTaylor]]> 2018-09-06T20:04:19-04:00 2018-09-06T20:04:19-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=4997&p=52939#p52939 <![CDATA[Hangar Talk :: LSA rental near Palm Bay, FL :: Author tevbax]]> 2018-09-13T21:30:22-04:00 2018-09-13T21:30:22-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5168&p=52963#p52963 <![CDATA[Hangar Talk :: Re: LSA rental near Palm Bay, FL :: Reply by drseti]]> 2018-09-14T09:23:13-04:00 2018-09-14T09:23:13-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5168&p=52966#p52966 <![CDATA[Hangar Talk :: Re: LSA rental near Palm Bay, FL :: Reply by TimTaylor]]> 2018-09-14T10:07:19-04:00 2018-09-14T10:07:19-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5168&p=52967#p52967 <![CDATA[Hangar Talk :: Re: LSA rental near Palm Bay, FL :: Reply by ShawnM]]> 2018-09-14T11:26:08-04:00 2018-09-14T11:26:08-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5168&p=52968#p52968
Hope this helps or gets you pointed in the right direction.]]>

Hope this helps or gets you pointed in the right direction.]]>
<![CDATA[Hangar Talk :: Re: LSA rental near Palm Bay, FL :: Reply by Half Fast]]> 2018-09-16T18:10:38-04:00 2018-09-16T18:10:38-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5168&p=52987#p52987 <![CDATA[Hangar Talk :: Re: LSA rental near Palm Bay, FL :: Reply by drseti]]> 2018-09-16T18:16:55-04:00 2018-09-16T18:16:55-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5168&p=52989#p52989 <![CDATA[Hangar Talk :: Re: LSA rental near Palm Bay, FL :: Reply by ShawnM]]> 2018-09-16T22:17:09-04:00 2018-09-16T22:17:09-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5168&p=52994#p52994
Half Fast wrote:If you’re willing to drive over to Apopka, north of Orlando, First Landings has several Tecnam LSAs for rent. I’m a regular renter there.


I started my training at First Landings and then I moved to Clearwater before I finished. It was a good school with many LSA aircraft. I just figured Apopka might have been too far from Palm Bay. If there are no options on the space coast then Apopka would be the next best choice.]]>
Half Fast wrote:If you’re willing to drive over to Apopka, north of Orlando, First Landings has several Tecnam LSAs for rent. I’m a regular renter there.


I started my training at First Landings and then I moved to Clearwater before I finished. It was a good school with many LSA aircraft. I just figured Apopka might have been too far from Palm Bay. If there are no options on the space coast then Apopka would be the next best choice.]]>
<![CDATA[Hangar Talk :: Carb synch :: Author Warmi]]> 2018-09-15T13:56:11-04:00 2018-09-15T13:56:11-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52969#p52969

The engine was running pretty rough and once I got the CarbMate connected, it was at the right most limit ( +4 ) at 3000 RPM. Took us about 1 hour , stop , adjust and go etc etc ...
Interestingly , I was only able to synch it up at 1.0 , when going down to 0.5 I couldn't get it closer than +1 ( yellow.) Did the same thing for the idle 1800 speed and in the end the engine runs butter smooth.

In the process I noticed that my radio interference I have been experiencing recently , which was related to engine RPM , is now completely gone - it must have been related to carbs being out of synch.]]>


The engine was running pretty rough and once I got the CarbMate connected, it was at the right most limit ( +4 ) at 3000 RPM. Took us about 1 hour , stop , adjust and go etc etc ...
Interestingly , I was only able to synch it up at 1.0 , when going down to 0.5 I couldn't get it closer than +1 ( yellow.) Did the same thing for the idle 1800 speed and in the end the engine runs butter smooth.

In the process I noticed that my radio interference I have been experiencing recently , which was related to engine RPM , is now completely gone - it must have been related to carbs being out of synch.]]>
<![CDATA[Hangar Talk :: Re: Carb synch :: Reply by TimTaylor]]> 2018-09-15T15:02:18-04:00 2018-09-15T15:02:18-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52970#p52970 <![CDATA[Hangar Talk :: Re: Carb synch :: Reply by Warmi]]> 2018-09-15T15:36:31-04:00 2018-09-15T15:36:31-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52971#p52971
The CarbMate itself is an electronic version of vacuum gauges with simple light diodes to indicate which side is unbalanced and how far etc ...

Attachments



carbs.jpg (80.75 KiB)


]]>

The CarbMate itself is an electronic version of vacuum gauges with simple light diodes to indicate which side is unbalanced and how far etc ...

Attachments



carbs.jpg (80.75 KiB)


]]>
<![CDATA[Hangar Talk :: Re: Carb synch :: Reply by TimTaylor]]> 2018-09-15T15:55:35-04:00 2018-09-15T15:55:35-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52972#p52972 <![CDATA[Hangar Talk :: Re: Carb synch :: Reply by FastEddieB]]> 2018-09-15T20:43:43-04:00 2018-09-15T20:43:43-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52977#p52977
Warmi wrote:
In the process I noticed that my radio interference I have been experiencing recently , which was related to engine RPM , is now completely gone - it must have been related to carbs being out of synch.


Hard to see how the two might be related.]]>
Warmi wrote:
In the process I noticed that my radio interference I have been experiencing recently , which was related to engine RPM , is now completely gone - it must have been related to carbs being out of synch.


Hard to see how the two might be related.]]>
<![CDATA[Hangar Talk :: Re: Carb synch :: Reply by roger lee]]> 2018-09-15T21:20:19-04:00 2018-09-15T21:20:19-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52979#p52979 <![CDATA[Hangar Talk :: Re: Carb synch :: Reply by Warmi]]> 2018-09-15T22:10:44-04:00 2018-09-15T22:10:44-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52980#p52980 In other words, if, for whatever reason, I am unable to balance carbs using the Carbmate I will take the plane to professionals like you as at that poin the issues is already probably beyond my pay grade :D]]> In other words, if, for whatever reason, I am unable to balance carbs using the Carbmate I will take the plane to professionals like you as at that poin the issues is already probably beyond my pay grade :D]]> <![CDATA[Hangar Talk :: Re: Carb synch :: Reply by roger lee]]> 2018-09-16T09:10:55-04:00 2018-09-16T09:10:55-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52982#p52982 <![CDATA[Hangar Talk :: Re: Carb synch :: Reply by drseti]]> 2018-09-16T18:11:13-04:00 2018-09-16T18:11:13-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52988#p52988 <![CDATA[Hangar Talk :: Re: Carb synch :: Reply by ShawnM]]> 2018-09-16T22:21:28-04:00 2018-09-16T22:21:28-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52995#p52995
drseti wrote:Roger, none of the planes I work on even have that cable stop. Is it a recent addition, on the newer engines?


I've never seen the cable stop either, what purpose does it serve? ( I know, to stop the cable :mrgreen:) , but could you be more specific? I was thinking of replacing all my cables in November at my annual.]]>
drseti wrote:Roger, none of the planes I work on even have that cable stop. Is it a recent addition, on the newer engines?


I've never seen the cable stop either, what purpose does it serve? ( I know, to stop the cable :mrgreen:) , but could you be more specific? I was thinking of replacing all my cables in November at my annual.]]>
<![CDATA[Hangar Talk :: Re: Carb synch :: Reply by TimTaylor]]> 2018-09-16T23:27:59-04:00 2018-09-16T23:27:59-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52996#p52996 <![CDATA[Hangar Talk :: Re: Carb synch :: Reply by roger lee]]> 2018-09-17T09:03:55-04:00 2018-09-17T09:03:55-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52998#p52998 For instance RV12 have them. If your plane has no throttle stop then this is HIGHLY recommended that you put one on.]]> For instance RV12 have them. If your plane has no throttle stop then this is HIGHLY recommended that you put one on.]]> <![CDATA[Hangar Talk :: Re: Carb synch :: Reply by ShawnM]]> 2018-09-17T10:14:36-04:00 2018-09-17T10:14:36-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=52999#p52999
roger lee wrote:The cable stop is only on planes that have no other stop. Many planes have stops in the cockpit throttle system. Most of these brass cable stops are on planes with a vernier type throttle. That type has no stop so the pilot can easily pull back too hard and bend the carb idle stop screw plate. It can be bent back in place, but the danger is you'll pull it back so far you'll kill the engine.
For instance RV12 have them. If your plane has no throttle stop then this is HIGHLY recommended that you put one on.


Thanks Roger for the explanation and it makes more sense now why some have it and others, including me, dont. I have hard stops on my throttle handle on my SportCruiser so no cable stops needed.]]>
roger lee wrote:The cable stop is only on planes that have no other stop. Many planes have stops in the cockpit throttle system. Most of these brass cable stops are on planes with a vernier type throttle. That type has no stop so the pilot can easily pull back too hard and bend the carb idle stop screw plate. It can be bent back in place, but the danger is you'll pull it back so far you'll kill the engine.
For instance RV12 have them. If your plane has no throttle stop then this is HIGHLY recommended that you put one on.


Thanks Roger for the explanation and it makes more sense now why some have it and others, including me, dont. I have hard stops on my throttle handle on my SportCruiser so no cable stops needed.]]>
<![CDATA[Hangar Talk :: Re: Carb synch :: Reply by 3Dreaming]]> 2018-09-17T12:12:03-04:00 2018-09-17T12:12:03-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=53000#p53000 <![CDATA[Hangar Talk :: Re: Carb synch :: Reply by Warmi]]> 2018-09-17T12:51:52-04:00 2018-09-17T12:51:52-04:00 http://sportpilottalk.com/viewtopic.php?f=1&t=5169&p=53002#p53002
My particular plane has the stop installed in the cockpit so I don’t really need anything else.]]>

My particular plane has the stop installed in the cockpit so I don’t really need anything else.]]>
<![CDATA[Light Sport Aircraft :: Re: Your Callsign--How do you announce yourself? :: Reply by Scooper]]> 2018-08-20T13:49:46-04:00 2018-08-20T13:49:46-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=2966&p=52719#p52719
TimTaylor wrote:Does anyone know the correct designation for a Remos GX? Nothing I try does ATC recognize.

ShawnM is right. It's simply GX.

Image]]>
TimTaylor wrote:Does anyone know the correct designation for a Remos GX? Nothing I try does ATC recognize.

ShawnM is right. It's simply GX.

Image]]>
<![CDATA[Light Sport Aircraft :: Re: Your Callsign--How do you announce yourself? :: Reply by TimTaylor]]> 2018-08-20T19:53:05-04:00 2018-08-20T19:53:05-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=2966&p=52721#p52721 <![CDATA[Light Sport Aircraft :: Re: Great S-LSA Support :: Reply by drdehave]]> 2018-08-20T20:47:26-04:00 2018-08-20T20:47:26-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5105&p=52722#p52722 viewtopic.php?f=3&t=2897&p=20148&hilit=rectifier#p20148

This should cut down my "new battery" expenses, a bit. :lol:]]>
viewtopic.php?f=3&t=2897&p=20148&hilit=rectifier#p20148

This should cut down my "new battery" expenses, a bit. :lol:]]>
<![CDATA[Light Sport Aircraft :: Re: Great S-LSA Support :: Reply by dstclair]]> 2018-08-20T21:03:58-04:00 2018-08-20T21:03:58-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5105&p=52723#p52723 <![CDATA[Light Sport Aircraft :: Re: Great S-LSA Support :: Reply by drdehave]]> 2018-08-20T21:16:15-04:00 2018-08-20T21:16:15-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5105&p=52724#p52724 <![CDATA[Light Sport Aircraft :: Blackfly VTOL electric ultralight :: Author Scooper]]> 2018-08-20T23:53:35-04:00 2018-08-20T23:53:35-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5152&p=52725#p52725
https://www.youtube.com/watch?v=Jcpq6XYYoY4

https://www.youtube.com/watch?v=DhKTCbbqbaE]]>

https://www.youtube.com/watch?v=Jcpq6XYYoY4

https://www.youtube.com/watch?v=DhKTCbbqbaE]]>
<![CDATA[Light Sport Aircraft :: Re: Blackfly VTOL electric ultralight :: Reply by chicagorandy]]> 2018-08-21T01:10:54-04:00 2018-08-21T01:10:54-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5152&p=52726#p52726
Like 'most' E flying machines (and cars) battery technology has not really caught up to electric motor power demands or owner desire for distance and duration.

Time will tell if this critter ever actually makes it into production or finds a purchasing demographic with $$$$. I have serious concerns about folks with little or no flying experience crowding ( or dropping out of ) the low height skies.]]>

Like 'most' E flying machines (and cars) battery technology has not really caught up to electric motor power demands or owner desire for distance and duration.

Time will tell if this critter ever actually makes it into production or finds a purchasing demographic with $$$$. I have serious concerns about folks with little or no flying experience crowding ( or dropping out of ) the low height skies.]]>
<![CDATA[Light Sport Aircraft :: "Bumps" on the Way to 3,000 Engine Hours :: Author drdehave]]> 2018-08-20T16:44:37-04:00 2018-08-20T16:44:37-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5151&p=52720#p52720 #1 - Copy (1080 x 810).jpg
WILL MY 2007 STING’S ENGINE MAKE IT TO 3,000 HRS? I hope so; I’m currently planning some big fall trips over to the Burning Man playa in northwest Nevada, with it.

When the engine hit 2,000 hrs 2 years ago, I took my “condition checks” up a notch to include: (a) more frequent (MF) differential compression tests (DCTs); (b) MF spark plug examination; (c) MF magnetic drain plug inspection; (d) MF oil changes and related analyses (i.e., metals, either in the oil or oil-filter paper); and (e) inspections of the cylinders with a borescope. I also began eyeing my EIS numbers closer, pulling off the cowlings for more frequent inspections, and being alert to anything that could be considered anomalous.

Around 2,500 hrs, the increased diligence resulted in four “bumps in the road” to 3k. First, I started smelling dirty exhaust (only during climb-out). I feared the worst-–rings or valves “going south.” But the culprit was actually the #3 & #4 exhaust sockets leaking at the muffler; so we installed a whole new exhaust system TL Ultralight had provided (and I was saving for the inevitable new engine.) The dirty exhaust smell disappeared on the next take-off!

Second, I began finding NO oil on the dipstick, before first flight of the day, despite “burping” the engine after last flight the day before. What was going on? We soon found out: It was those new “green dot” oil filters (PN825-016) Rotax unleashed on us a couple years ago. Something was evidently changed inside them, and those new filters are no longer preventing oil back-flow in applications like the Sting's, which have an oil tank sitting higher than the engine. We confirmed this by finding a pair of the old, pre-green-dot filters (PN825-012) and testing them. Back-flow prevention resumed, just like during the previous 7 years when they were used! (If any of you have a supply of the old, 012 filters you’d like to unload, I’d pay double for them!)

Third, the #2 cylinder, which had been hovering around 80/87 psi in DCTs, suddenly dropped to 74 psi. My heart sank, fearing that this could become the new-engine trigger. But my mechanic was more optimistic: “Rich, I think I can do a valve (lapping) job on that cylinder and get it up by at least 5-7 psi.” So he did, and we got a miraculous result; #2 is now producing 86/87 psi, either hot or cold. That means I now have three 85/87 cylinders and the newly restored 86/87 one. Not bad at all, for a 2,500-hr engine!

A fourth recent scare came when two nasty-looking pieces of metal showed up on the magnetic drain plug. One exceeded 2 mm. Therefore, we had to pull the airplane from service until the source was found and resolved. The problem was a badly worn propeller shaft that had begun “making metal.” With a new shaft, and related gearbox issues restored to factory specs, my Sting is, right now, as smooth as it has ever been, even idling down to 1,600 rpm.

And there was more good news: after the valve-lapping (#2), gearbox overhaul, and new exhaust system (which likely relieved some back pressure, due to exhaust welds and soot), the Sting has gained a solid 100 rpm on WOT climb-out-–a very noticeable performance boost!

Nevertheless, she’s “on condition” and “one day at a time,” now. If she hits 3,000 hrs, I may call it a day and finally install a new engine; or I might decide to take it a notch farther. On the other hand, any “big-ticket” repairs that pop up before 3K will likely become the new-engine trigger.

Attachments



#1 - Copy (1080 x 810).jpg (183.32 KiB)


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#1 - Copy (1080 x 810).jpg
WILL MY 2007 STING’S ENGINE MAKE IT TO 3,000 HRS? I hope so; I’m currently planning some big fall trips over to the Burning Man playa in northwest Nevada, with it.

When the engine hit 2,000 hrs 2 years ago, I took my “condition checks” up a notch to include: (a) more frequent (MF) differential compression tests (DCTs); (b) MF spark plug examination; (c) MF magnetic drain plug inspection; (d) MF oil changes and related analyses (i.e., metals, either in the oil or oil-filter paper); and (e) inspections of the cylinders with a borescope. I also began eyeing my EIS numbers closer, pulling off the cowlings for more frequent inspections, and being alert to anything that could be considered anomalous.

Around 2,500 hrs, the increased diligence resulted in four “bumps in the road” to 3k. First, I started smelling dirty exhaust (only during climb-out). I feared the worst-–rings or valves “going south.” But the culprit was actually the #3 & #4 exhaust sockets leaking at the muffler; so we installed a whole new exhaust system TL Ultralight had provided (and I was saving for the inevitable new engine.) The dirty exhaust smell disappeared on the next take-off!

Second, I began finding NO oil on the dipstick, before first flight of the day, despite “burping” the engine after last flight the day before. What was going on? We soon found out: It was those new “green dot” oil filters (PN825-016) Rotax unleashed on us a couple years ago. Something was evidently changed inside them, and those new filters are no longer preventing oil back-flow in applications like the Sting's, which have an oil tank sitting higher than the engine. We confirmed this by finding a pair of the old, pre-green-dot filters (PN825-012) and testing them. Back-flow prevention resumed, just like during the previous 7 years when they were used! (If any of you have a supply of the old, 012 filters you’d like to unload, I’d pay double for them!)

Third, the #2 cylinder, which had been hovering around 80/87 psi in DCTs, suddenly dropped to 74 psi. My heart sank, fearing that this could become the new-engine trigger. But my mechanic was more optimistic: “Rich, I think I can do a valve (lapping) job on that cylinder and get it up by at least 5-7 psi.” So he did, and we got a miraculous result; #2 is now producing 86/87 psi, either hot or cold. That means I now have three 85/87 cylinders and the newly restored 86/87 one. Not bad at all, for a 2,500-hr engine!

A fourth recent scare came when two nasty-looking pieces of metal showed up on the magnetic drain plug. One exceeded 2 mm. Therefore, we had to pull the airplane from service until the source was found and resolved. The problem was a badly worn propeller shaft that had begun “making metal.” With a new shaft, and related gearbox issues restored to factory specs, my Sting is, right now, as smooth as it has ever been, even idling down to 1,600 rpm.

And there was more good news: after the valve-lapping (#2), gearbox overhaul, and new exhaust system (which likely relieved some back pressure, due to exhaust welds and soot), the Sting has gained a solid 100 rpm on WOT climb-out-–a very noticeable performance boost!

Nevertheless, she’s “on condition” and “one day at a time,” now. If she hits 3,000 hrs, I may call it a day and finally install a new engine; or I might decide to take it a notch farther. On the other hand, any “big-ticket” repairs that pop up before 3K will likely become the new-engine trigger.

Attachments



#1 - Copy (1080 x 810).jpg (183.32 KiB)


]]>
<![CDATA[Light Sport Aircraft :: Re: "Bumps" on the Way to 3,000 Engine Hours :: Reply by FastEddieB]]> 2018-08-21T07:51:36-04:00 2018-08-21T07:51:36-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5151&p=52728#p52728
Interesting about the new style oil filter. I suspect I’ve used them, but not 100% sure. Need to check, since my oil tank is slightly above my engine.

Please keep us apprised.]]>

Interesting about the new style oil filter. I suspect I’ve used them, but not 100% sure. Need to check, since my oil tank is slightly above my engine.

Please keep us apprised.]]>
<![CDATA[Light Sport Aircraft :: Re: Affordable ADS-B out :: Reply by ShawnM]]> 2018-08-21T09:05:21-04:00 2018-08-21T09:05:21-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=3425&p=52729#p52729
Scooper wrote:........I have the Aera 660 and GDL 39R installed. Next is the GDL 82 and I'll be done.

Thanks!
Stan


Just following up Stan, did you get your GDL-82 installed? I couldn't find a post from you on your install or if you are waiting for something better.

And for the record I had to move my GDL-82 GPS antenna from my original mounting location under the cowling to the top of the fuselage behind the canopy. I was getting GPS shadowing from the airframe and spotty signals. It's all good now and every PAPR report comes back perfect everytime.]]>
Scooper wrote:........I have the Aera 660 and GDL 39R installed. Next is the GDL 82 and I'll be done.

Thanks!
Stan


Just following up Stan, did you get your GDL-82 installed? I couldn't find a post from you on your install or if you are waiting for something better.

And for the record I had to move my GDL-82 GPS antenna from my original mounting location under the cowling to the top of the fuselage behind the canopy. I was getting GPS shadowing from the airframe and spotty signals. It's all good now and every PAPR report comes back perfect everytime.]]>
<![CDATA[Light Sport Aircraft :: Re: Affordable ADS-B out :: Reply by Scooper]]> 2018-08-21T09:52:06-04:00 2018-08-21T09:52:06-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=3425&p=52730#p52730
ShawnM wrote:Just following up Stan, did you get your GDL-82 installed? I couldn't find a post from you on your install or if you are waiting for something better.

And for the record I had to move my GDL-82 GPS antenna from my original mounting location under the cowling to the top of the fuselage behind the canopy. I was getting GPS shadowing from the airframe and spotty signals. It's all good now and every PAPR report comes back perfect everytime.

I haven't gotten around to installing the GDL 82 yet, Shawn; too much to do and so little time. Hopefully I'll get it done before my annual Thanksgiving trip to Albuquerque. The plan is to mount the GPS antenna on top of the fuselage just behind the canopy where it should have a clear view of the GPS constellation from horizon to horizon.]]>
ShawnM wrote:Just following up Stan, did you get your GDL-82 installed? I couldn't find a post from you on your install or if you are waiting for something better.

And for the record I had to move my GDL-82 GPS antenna from my original mounting location under the cowling to the top of the fuselage behind the canopy. I was getting GPS shadowing from the airframe and spotty signals. It's all good now and every PAPR report comes back perfect everytime.

I haven't gotten around to installing the GDL 82 yet, Shawn; too much to do and so little time. Hopefully I'll get it done before my annual Thanksgiving trip to Albuquerque. The plan is to mount the GPS antenna on top of the fuselage just behind the canopy where it should have a clear view of the GPS constellation from horizon to horizon.]]>
<![CDATA[Light Sport Aircraft :: Re: Affordable ADS-B out :: Reply by ShawnM]]> 2018-08-21T10:20:49-04:00 2018-08-21T10:20:49-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=3425&p=52731#p52731
ABS-B GPS Antenna (Small).jpg


The GDL antenna is now in the same hole that my COM antenna was in. I moved my new Rami bent whip COM antenna to the belly opposite of my new Rami blade transponder antenna. All works perfect now.

Attachments



ABS-B GPS Antenna (Small).jpg (53.77 KiB)


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ABS-B GPS Antenna (Small).jpg


The GDL antenna is now in the same hole that my COM antenna was in. I moved my new Rami bent whip COM antenna to the belly opposite of my new Rami blade transponder antenna. All works perfect now.

Attachments



ABS-B GPS Antenna (Small).jpg (53.77 KiB)


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<![CDATA[Light Sport Aircraft :: Re: ADSB for Cessna Skycatcher 162 :: Reply by zodiac flyer]]> 2018-08-22T13:29:05-04:00 2018-08-22T13:29:05-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=4876&p=52745#p52745 Not portable, permanently mounted and
2020 approved for experimental and SLSA]]>
Not portable, permanently mounted and
2020 approved for experimental and SLSA]]>
<![CDATA[Light Sport Aircraft :: Re: ADSB for Cessna Skycatcher 162 :: Reply by ShawnM]]> 2018-08-22T16:33:09-04:00 2018-08-22T16:33:09-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=4876&p=52752#p52752

From the manual:
There are 6 antennas connections (1- 978mhz for UAT transmitter, 1- 978mhz for UAT receiver, 1- 1090mhz for 1090ES receiver, 1- for GPS antenna, 1 – for WiFi transmitter, and 1- for Interrogator antenna). All antennas (except GPS, WiFi and Interrogator) are intended to be mounted externally on the belly of the aircraft. The Transceiver installer will be responsible for purchasing the required external antennas and RF coax cables.]]>


From the manual:
There are 6 antennas connections (1- 978mhz for UAT transmitter, 1- 978mhz for UAT receiver, 1- 1090mhz for 1090ES receiver, 1- for GPS antenna, 1 – for WiFi transmitter, and 1- for Interrogator antenna). All antennas (except GPS, WiFi and Interrogator) are intended to be mounted externally on the belly of the aircraft. The Transceiver installer will be responsible for purchasing the required external antennas and RF coax cables.]]>
<![CDATA[Light Sport Aircraft :: Re: ADSB for Cessna Skycatcher 162 :: Reply by 3Dreaming]]> 2018-08-22T17:38:46-04:00 2018-08-22T17:38:46-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=4876&p=52755#p52755 <![CDATA[Light Sport Aircraft :: Re: ADSB for Cessna Skycatcher 162 :: Reply by ShawnM]]> 2018-08-22T18:06:10-04:00 2018-08-22T18:06:10-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=4876&p=52756#p52756
It shows in the manual that it requires a minimum of 3 of the 4 externally mounted antennas. The generic ones are about $70 and the better quality Rami antennas are $127 each.

My point being that's A LOT of external antennas to buy and install when there are simpler options. But to each his own I guess. :mrgreen:]]>

It shows in the manual that it requires a minimum of 3 of the 4 externally mounted antennas. The generic ones are about $70 and the better quality Rami antennas are $127 each.

My point being that's A LOT of external antennas to buy and install when there are simpler options. But to each his own I guess. :mrgreen:]]>
<![CDATA[Light Sport Aircraft :: Re: ADSB for Cessna Skycatcher 162 :: Reply by 3Dreaming]]> 2018-08-22T18:59:18-04:00 2018-08-22T18:59:18-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=4876&p=52757#p52757 <![CDATA[Light Sport Aircraft :: Re: ADSB for Cessna Skycatcher 162 :: Reply by zodiac flyer]]> 2018-08-24T12:27:56-04:00 2018-08-24T12:27:56-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=4876&p=52777#p52777 You can used inexpensive, 978 MHZ Mode C post antennas for about $20.00 on Ebay. I used a fiberglass antenna for my 978 transmitter, and a post antenna for my receiver.
I believe its a great unit, has fantastic customer support. But the latest and greatest from Uavionix and Garmin might be a better choice.
I bought my unit on Ebay, used of course, and my unit has transmit, receive on 978 and 1090 and synthetic vision with a built in AHRS.I have about $900
into the system with antennas and cables.
There is a Ilevil Beacon listed on Ebay right now for less than $1200, new, sells for about $2400 retail.
I'm surprised it hasn't been grabbed up yet. If you search Ebay there are great deals that come up occassionly.
Dave
N601XP]]>
You can used inexpensive, 978 MHZ Mode C post antennas for about $20.00 on Ebay. I used a fiberglass antenna for my 978 transmitter, and a post antenna for my receiver.
I believe its a great unit, has fantastic customer support. But the latest and greatest from Uavionix and Garmin might be a better choice.
I bought my unit on Ebay, used of course, and my unit has transmit, receive on 978 and 1090 and synthetic vision with a built in AHRS.I have about $900
into the system with antennas and cables.
There is a Ilevil Beacon listed on Ebay right now for less than $1200, new, sells for about $2400 retail.
I'm surprised it hasn't been grabbed up yet. If you search Ebay there are great deals that come up occassionly.
Dave
N601XP]]>
<![CDATA[Light Sport Aircraft :: Re: Jabiru SP Vs D :: Reply by HornedFrogGrant]]> 2018-08-28T21:29:42-04:00 2018-08-28T21:29:42-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5140&p=52842#p52842 https://youtu.be/hYLH4un4pwI

According to these guys, the tail is slightly redesigned, to require little rudder. Supposedly there are some minor updates to the interior too... different type of carpeting, different type of leather on the seats, stuff like that. Is it worth it? Only you can decide that.

I love the huge baggage area of the J230, and it's predecessor the J250. It looks like a dog bed would fit easily.]]>
https://youtu.be/hYLH4un4pwI

According to these guys, the tail is slightly redesigned, to require little rudder. Supposedly there are some minor updates to the interior too... different type of carpeting, different type of leather on the seats, stuff like that. Is it worth it? Only you can decide that.

I love the huge baggage area of the J230, and it's predecessor the J250. It looks like a dog bed would fit easily.]]>
<![CDATA[Light Sport Aircraft :: Re: Jabiru SP Vs D :: Reply by MrMorden]]> 2018-08-29T12:14:14-04:00 2018-08-29T12:14:14-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5140&p=52843#p52843
The main Achilles heel of the 3300 is heat. No so much in flight, but on the ground. I have a very good friend with one in his Sonex, and his rule of thumb is that in the summer time from the moment he hits the starter to the time he breaks ground for takeoff needs to be less than ten minutes. More than that and his engine starts getting too hot and he'll have to shut down and cool off for a few minutes. Once he's in the air he has no overheating issues. He is very conscientious about maintenance (re-torquing the cylinder heads every 25 hrs as recommended, etc), and he loves the engine and has no trouble. But I think that engine does demand a degree of diligence.

Also Rotec makes a set of liquid-cooled heads for the 3300, that basically eliminates the heat issue. But it adds a bit of weight for the coolant and costs about $1k per cylinder if I remember right.]]>

The main Achilles heel of the 3300 is heat. No so much in flight, but on the ground. I have a very good friend with one in his Sonex, and his rule of thumb is that in the summer time from the moment he hits the starter to the time he breaks ground for takeoff needs to be less than ten minutes. More than that and his engine starts getting too hot and he'll have to shut down and cool off for a few minutes. Once he's in the air he has no overheating issues. He is very conscientious about maintenance (re-torquing the cylinder heads every 25 hrs as recommended, etc), and he loves the engine and has no trouble. But I think that engine does demand a degree of diligence.

Also Rotec makes a set of liquid-cooled heads for the 3300, that basically eliminates the heat issue. But it adds a bit of weight for the coolant and costs about $1k per cylinder if I remember right.]]>
<![CDATA[Light Sport Aircraft :: Vans Aircraft now manufacturer of RV12iS S-LSA :: Author c162pilot]]> 2018-09-01T20:05:17-04:00 2018-09-01T20:05:17-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52887#p52887 https://www.vansaircraft.com/public/Expands_Operations_SLSA.htm]]> https://www.vansaircraft.com/public/Expands_Operations_SLSA.htm]]> <![CDATA[Light Sport Aircraft :: Re: Vans Aircraft now manufacturer of RV12iS S-LSA :: Reply by Sling 2 Pilot]]> 2018-09-02T09:15:19-04:00 2018-09-02T09:15:19-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52894#p52894
I’d be flying a -12iS, rather than a Sling 2, had production of the changeover from -12 to -12iS continue unabated over a year ago. IMO, Van’s lost quite a few sales due to their lack of advance planning. They should have worked out all the details of pricing and production before announcing the iS at AirVenture 2017.

I will say, that in the end, for me, having flown the -12 and numerous other LSA’s, I made the right choice in purchasing my Sling.]]>

I’d be flying a -12iS, rather than a Sling 2, had production of the changeover from -12 to -12iS continue unabated over a year ago. IMO, Van’s lost quite a few sales due to their lack of advance planning. They should have worked out all the details of pricing and production before announcing the iS at AirVenture 2017.

I will say, that in the end, for me, having flown the -12 and numerous other LSA’s, I made the right choice in purchasing my Sling.]]>
<![CDATA[Light Sport Aircraft :: Re: Vans Aircraft now manufacturer of RV12iS S-LSA :: Reply by RTK]]> 2018-09-02T10:57:14-04:00 2018-09-02T10:57:14-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52895#p52895 <![CDATA[Light Sport Aircraft :: Re: Vans Aircraft now manufacturer of RV12iS S-LSA :: Reply by TimTaylor]]> 2018-09-02T12:00:32-04:00 2018-09-02T12:00:32-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52896#p52896 <![CDATA[Light Sport Aircraft :: Re: Vans Aircraft now manufacturer of RV12iS S-LSA :: Reply by Nomore767]]> 2018-09-02T22:28:43-04:00 2018-09-02T23:20:23-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52909#p52909
RTK wrote:So... what is the price of a S-LSA RV12iS? I can't seem to find any information on Vans' website (or their newly dedicated RV12 website.)


I read somewhere a while back where it was going to be about $150k plus options like second screen etc. In 2014 mine was $115 plus $13k of options including paint. I’d figure the new model to be around $125k basic, plus $15k for the same options and paint. Add $18k for iS engine and $6k for second screen. Just my somewhat informed WAG.
The rollout is classic Vans, info but not the stuff you really need like pricing, and options. It might be somewhere but you’ll have to dig, right now anyway. What’s the difference between the iS and the iST?
I’ve owned an RV-12 SLSA for 4 years and so I have thought about the merits of upgrading to the iS model.so far I haven’t seen enough to scratch any itch.
The Sport engine is more complex and expensive to buy and operate/maintain.The improvement in fuel burn cost is really minimal to me considering the cost of 93E10, and I’m pretty pleased to get average 5gph with my ULS engine.
Over the life of the engine I doubt I’d ever save enough fuel to offset the extra cost. As for power the ULS leaps of the ground as it is, I don’t need the extra power especially as I can’t carry any extra load or fuel under LSA rules.
Everyone touts the “inconvenience” carbs and balancing them etc. although I typically get them weighed and balanced at annual and it doesn’t take the mechanic very long. Otherwise very reliable.
The increased weight, complexity and price of the Sport engine is the thing I most ponder . You can opt for the same ULS engine, which I already have so....
Fuel..capacity is the same as is location albeit sideways across rear cabin vs behind passenger seat. The fuel filler is lower but there is an issue of fuel gushing out and damaging canopy, if you’re not careful. Ask me how I know.
There is a cup holder....and USB ports which is nice.
There is now a throttle lever vs my vernier option and some controls moved but basically where they were. I think the glad are now electric but Zimmerman happy with simple flap handle. I already have the canopy latch mod.
Vans have been testing a three blade prop option but I read that there is no real increase in performance, some slight speed increase offset by the extra drag. The three blade looks sexier, but...
I would really have liked to see detachable wings being an option for those who want to trailer versus the vast majority who’ve never removed the wings. Myself included.
I’d prefer fixed wings with tanks in each like the Rans S-19 Venterra, almost identical to-12.
It frees up space in cabin, and takes fuel tank out of cabin, where it’s easier to fill and work on. I’m disappointed that Vans did not do a redesign option or increase fuel capacity.
I’d opt for the dual screens and maybe go with Garmin having had some issues with Dynon. I wanted dual SkyViews when I bought mine but was told by Vans that wasn’t an option, until they offered it about three months later! What did I say about Vans?
All this said, the RV-12 is a fantastic airplane if you want a plane that does 118-120kts on 5gph of auto fuel (less in Sport engine), barely uses oil, is really responsive and performs the light sport mission very well. For me personally I’ll stick with my Rv-12. If I was looking for the first time I’d be hesitant because at the price point it’s more comparable with other manufacturers. But I’d seriously consider it. Mine was about $22k less four years ago and, as I’ve outlined above, what more do I get for the $$ that I don’t have now?
Well, I’d get a more expensive engine that saves maybe 10% on $2.90 gal fuel. You definitely would need access to a Sport engine trained mechanic.
In fairness to Vans they’re updating an overall brilliant design]]>
RTK wrote:So... what is the price of a S-LSA RV12iS? I can't seem to find any information on Vans' website (or their newly dedicated RV12 website.)


I read somewhere a while back where it was going to be about $150k plus options like second screen etc. In 2014 mine was $115 plus $13k of options including paint. I’d figure the new model to be around $125k basic, plus $15k for the same options and paint. Add $18k for iS engine and $6k for second screen. Just my somewhat informed WAG.
The rollout is classic Vans, info but not the stuff you really need like pricing, and options. It might be somewhere but you’ll have to dig, right now anyway. What’s the difference between the iS and the iST?
I’ve owned an RV-12 SLSA for 4 years and so I have thought about the merits of upgrading to the iS model.so far I haven’t seen enough to scratch any itch.
The Sport engine is more complex and expensive to buy and operate/maintain.The improvement in fuel burn cost is really minimal to me considering the cost of 93E10, and I’m pretty pleased to get average 5gph with my ULS engine.
Over the life of the engine I doubt I’d ever save enough fuel to offset the extra cost. As for power the ULS leaps of the ground as it is, I don’t need the extra power especially as I can’t carry any extra load or fuel under LSA rules.
Everyone touts the “inconvenience” carbs and balancing them etc. although I typically get them weighed and balanced at annual and it doesn’t take the mechanic very long. Otherwise very reliable.
The increased weight, complexity and price of the Sport engine is the thing I most ponder . You can opt for the same ULS engine, which I already have so....
Fuel..capacity is the same as is location albeit sideways across rear cabin vs behind passenger seat. The fuel filler is lower but there is an issue of fuel gushing out and damaging canopy, if you’re not careful. Ask me how I know.
There is a cup holder....and USB ports which is nice.
There is now a throttle lever vs my vernier option and some controls moved but basically where they were. I think the glad are now electric but Zimmerman happy with simple flap handle. I already have the canopy latch mod.
Vans have been testing a three blade prop option but I read that there is no real increase in performance, some slight speed increase offset by the extra drag. The three blade looks sexier, but...
I would really have liked to see detachable wings being an option for those who want to trailer versus the vast majority who’ve never removed the wings. Myself included.
I’d prefer fixed wings with tanks in each like the Rans S-19 Venterra, almost identical to-12.
It frees up space in cabin, and takes fuel tank out of cabin, where it’s easier to fill and work on. I’m disappointed that Vans did not do a redesign option or increase fuel capacity.
I’d opt for the dual screens and maybe go with Garmin having had some issues with Dynon. I wanted dual SkyViews when I bought mine but was told by Vans that wasn’t an option, until they offered it about three months later! What did I say about Vans?
All this said, the RV-12 is a fantastic airplane if you want a plane that does 118-120kts on 5gph of auto fuel (less in Sport engine), barely uses oil, is really responsive and performs the light sport mission very well. For me personally I’ll stick with my Rv-12. If I was looking for the first time I’d be hesitant because at the price point it’s more comparable with other manufacturers. But I’d seriously consider it. Mine was about $22k less four years ago and, as I’ve outlined above, what more do I get for the $$ that I don’t have now?
Well, I’d get a more expensive engine that saves maybe 10% on $2.90 gal fuel. You definitely would need access to a Sport engine trained mechanic.
In fairness to Vans they’re updating an overall brilliant design]]>
<![CDATA[Light Sport Aircraft :: Re: Vans Aircraft now manufacturer of RV12iS S-LSA :: Reply by Nomore767]]> 2018-09-02T22:38:48-04:00 2018-09-02T22:38:48-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52910#p52910 <![CDATA[Light Sport Aircraft :: Re: Vans Aircraft now manufacturer of RV12iS S-LSA :: Reply by Sling 2 Pilot]]> 2018-09-03T07:27:23-04:00 2018-09-03T07:27:23-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52912#p52912 <![CDATA[Light Sport Aircraft :: Re: Vans Aircraft now manufacturer of RV12iS S-LSA :: Reply by RTK]]> 2018-09-03T10:06:17-04:00 2018-09-03T10:06:17-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52913#p52913
Nomore767 wrote:I read somewhere a while back where it was going to be about $150k plus options like second screen etc. In 2014 mine was $115 plus $13k of options including paint. I’d figure the new model to be around $125k basic, plus $15k for the same options and paint. Add $18k for iS engine and $6k for second screen. Just my somewhat informed WAG.


Thanks Nomore767. $150K is about mid-pack pricing of current LSAs, though those come with dual EFIS, etc. Hopefully Vans will consider making the price a bit more competitive, but considering that they’re not having any difficulty selling the RV12, maybe the pricing is where you think it will be.

In terms of the iS engine... I’m not keen on the Rotax pricing for fuel injection (or weight) for the small gain in power either. But on another forum, we’re discussing vapor lock, and having a fuel injected engine would help mitigate that. There are states where Swift fuel (or other non-ethanol blended fuels) are available. I think that would mitigate most (if not all) the need for a vapor lock problem. But for those that live in a state where non-ethanol blended fuel is nearly impossible to get, either blending with 100LL or going E-LSA (or E-AB) and adding fuel injection might be the potential other solutions.

Sling 2 Pilot wrote:I was on Vans’ list of customers waiting for the iS, before I moved on. I received a call and email prior to Air Venture nforming me they “Van’s” was announcing startup production of the -12 iS at AV. They sent me a price list, but this site is telling me it’s too large. When I have some time I’ll break it down and post it.


Thanks Sling 2 Pilot! I would be curious to see the pricelist.]]>
Nomore767 wrote:I read somewhere a while back where it was going to be about $150k plus options like second screen etc. In 2014 mine was $115 plus $13k of options including paint. I’d figure the new model to be around $125k basic, plus $15k for the same options and paint. Add $18k for iS engine and $6k for second screen. Just my somewhat informed WAG.


Thanks Nomore767. $150K is about mid-pack pricing of current LSAs, though those come with dual EFIS, etc. Hopefully Vans will consider making the price a bit more competitive, but considering that they’re not having any difficulty selling the RV12, maybe the pricing is where you think it will be.

In terms of the iS engine... I’m not keen on the Rotax pricing for fuel injection (or weight) for the small gain in power either. But on another forum, we’re discussing vapor lock, and having a fuel injected engine would help mitigate that. There are states where Swift fuel (or other non-ethanol blended fuels) are available. I think that would mitigate most (if not all) the need for a vapor lock problem. But for those that live in a state where non-ethanol blended fuel is nearly impossible to get, either blending with 100LL or going E-LSA (or E-AB) and adding fuel injection might be the potential other solutions.

Sling 2 Pilot wrote:I was on Vans’ list of customers waiting for the iS, before I moved on. I received a call and email prior to Air Venture nforming me they “Van’s” was announcing startup production of the -12 iS at AV. They sent me a price list, but this site is telling me it’s too large. When I have some time I’ll break it down and post it.


Thanks Sling 2 Pilot! I would be curious to see the pricelist.]]>
<![CDATA[Light Sport Aircraft :: Re: Vans Aircraft now manufacturer of RV12iS S-LSA :: Reply by Nomore767]]> 2018-09-03T19:01:45-04:00 2018-09-03T19:01:45-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52918#p52918
As regards fuel I’m currently using 93E10, previously unleaded 93 octane , the supply of which has dried up.
Haven’t had any issues and get 4.8-5 gph.]]>

As regards fuel I’m currently using 93E10, previously unleaded 93 octane , the supply of which has dried up.
Haven’t had any issues and get 4.8-5 gph.]]>
<![CDATA[Light Sport Aircraft :: Re: Vans Aircraft now manufacturer of RV12iS S-LSA :: Reply by Nomore767]]> 2018-09-03T20:39:03-04:00 2018-09-03T20:39:03-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5165&p=52920#p52920 <![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-21T21:50:01-04:00 2018-08-21T21:50:01-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52739#p52739
I am back to work on the Sling 2 in Caro, Michigan. Another plug for Midwest Sky Sports...they are really THE BEST. I cannot say enough good about the entire team here. (If you are jumping in late...I am doing a 51% EAB Sling 2, at Midwest Sky Sports...allows me to fly 1540 gross weight (legally), equip and fly IFR, etc...)

Wings are now attached, winglets installed, flaps and ailerons complete, panel waiting on Garmin glass, center console looking good, Rotax 912 ULS should arrive in a couple of days. We are hoping to fly by the end of September. Maybe even fly it home to Florida by end of September. This is so much fun.

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I am back to work on the Sling 2 in Caro, Michigan. Another plug for Midwest Sky Sports...they are really THE BEST. I cannot say enough good about the entire team here. (If you are jumping in late...I am doing a 51% EAB Sling 2, at Midwest Sky Sports...allows me to fly 1540 gross weight (legally), equip and fly IFR, etc...)

Wings are now attached, winglets installed, flaps and ailerons complete, panel waiting on Garmin glass, center console looking good, Rotax 912 ULS should arrive in a couple of days. We are hoping to fly by the end of September. Maybe even fly it home to Florida by end of September. This is so much fun.

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-21T21:53:20-04:00 2018-08-21T21:53:20-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52740#p52740
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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-22T21:52:25-04:00 2018-08-22T21:52:25-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52758#p52758 My reward for 10 hours of riveting was a spin around the patch in the MSS Sling 2 with one of the MSS pilots!! IT IS A BLAST. The visibility is awesome. The situational awareness from G3X Touch is unbelievable. The auto-pilot is great. But, the best part is the way the Sling 2 feels when hand-flying...it's perfect. Period. We had a nice rainbow too!
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My reward for 10 hours of riveting was a spin around the patch in the MSS Sling 2 with one of the MSS pilots!! IT IS A BLAST. The visibility is awesome. The situational awareness from G3X Touch is unbelievable. The auto-pilot is great. But, the best part is the way the Sling 2 feels when hand-flying...it's perfect. Period. We had a nice rainbow too!
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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-23T23:40:07-04:00 2018-08-23T23:40:07-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52766#p52766
A lot more riveting today...finished cargo area...finished the aluminum seat supports...worked on firewall prep for hanging engine...canopy partially on...rivets are being filled with "Super Fil"...various parts attached...I have been using pneumatic rivet guns and drill...very nice. Tomorrow, engine hanging begins...roughly a 3 day process...hope to install seats temporarily to adjust stick height to my preference...etc...more rivets I am sure!

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A lot more riveting today...finished cargo area...finished the aluminum seat supports...worked on firewall prep for hanging engine...canopy partially on...rivets are being filled with "Super Fil"...various parts attached...I have been using pneumatic rivet guns and drill...very nice. Tomorrow, engine hanging begins...roughly a 3 day process...hope to install seats temporarily to adjust stick height to my preference...etc...more rivets I am sure!

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-23T23:41:33-04:00 2018-08-23T23:41:33-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52767#p52767 IMG_4640.jpeg
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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by ShawnM]]> 2018-08-24T10:55:31-04:00 2018-08-24T10:55:31-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52775#p52775 <![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-24T20:41:18-04:00 2018-08-24T20:41:18-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52781#p52781 <![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-24T21:35:57-04:00 2018-08-24T21:40:47-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52782#p52782

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-24T21:37:11-04:00 2018-08-24T21:37:11-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52783#p52783
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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by RTK]]> 2018-08-25T10:59:39-04:00 2018-08-25T10:59:39-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52786#p52786 <![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by Warmi]]> 2018-08-25T17:35:02-04:00 2018-08-25T17:35:02-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52791#p52791
Btw you never showed us the pain job you are planning to put on this baby ... you got to have something in mind by now.]]>

Btw you never showed us the pain job you are planning to put on this baby ... you got to have something in mind by now.]]>
<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-25T23:55:11-04:00 2018-08-25T23:55:11-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52796#p52796
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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-26T00:05:35-04:00 2018-08-26T00:05:35-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52797#p52797
Now, back to Florida to negotiate a back rub from Wife!

Thanks for watching.]]>

Now, back to Florida to negotiate a back rub from Wife!

Thanks for watching.]]>
<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by RTK]]> 2018-08-26T10:33:27-04:00 2018-08-26T10:33:27-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52798#p52798

Your color choice will be stunning! I think this is the blue “swoosh” pattern you’ve picked out?

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Your color choice will be stunning! I think this is the blue “swoosh” pattern you’ve picked out?

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by ShawnM]]> 2018-08-26T11:09:55-04:00 2018-08-26T11:09:55-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52799#p52799
Great color choice by the way, my SportCruiser is also white with blue and silver accents. A little less blue and a bit more silver than the photo posted by RTK. Lighter colors really do help in the Florida sun.]]>

Great color choice by the way, my SportCruiser is also white with blue and silver accents. A little less blue and a bit more silver than the photo posted by RTK. Lighter colors really do help in the Florida sun.]]>
<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-26T22:53:27-04:00 2018-08-26T22:53:27-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52800#p52800
RTK wrote:Awesome work, Cam737! Will you need to make a return trip for any other riveting, or have you completed your 51% and the next trip back to take delivery? :)

Your color choice will be stunning! I think this is the blue “swoosh” pattern you’ve picked out?

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My work is done! Next trip will be for delivery and 40 hour fly-off. And a good amount of flying training and G3X Touch learning. Yes, that is the paint scheme. Unless I change my mind again :) .]]>
RTK wrote:Awesome work, Cam737! Will you need to make a return trip for any other riveting, or have you completed your 51% and the next trip back to take delivery? :)

Your color choice will be stunning! I think this is the blue “swoosh” pattern you’ve picked out?

EC7CCD83-C080-47AD-86D6-C5A644768C5E.jpeg


My work is done! Next trip will be for delivery and 40 hour fly-off. And a good amount of flying training and G3X Touch learning. Yes, that is the paint scheme. Unless I change my mind again :) .]]>
<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-27T00:50:08-04:00 2018-08-27T00:50:08-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52801#p52801
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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-28T00:25:53-04:00 2018-08-28T00:25:53-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52824#p52824
Warmi wrote:Whoa ...almost there!

Btw you never showed us the pain job you are planning to put on this baby ... you got to have something in mind by now.


Stop the presses! Driving to the paint store today, wife asked "maybe we should do titanium color, silver like the Porsche in front of us". That got us both very excited, so we are changing our minds on color, for the 4th or 5th time. Plan now
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is for silver main color, fighter grey tip trim with black sliver. This should be fun! We picked out colors and sent paint numbers to Midwest Sky Sports. We stumbled upon the web site for Soneca 200, just recently certified to build Sling 2 variants in Belgium. Google "Soneca 200"...good videos and pics...and info...like the aircraft has over 800 parts and 15,000 rivets...I would have guessed 150,000 rivets...:) .

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Warmi wrote:Whoa ...almost there!

Btw you never showed us the pain job you are planning to put on this baby ... you got to have something in mind by now.


Stop the presses! Driving to the paint store today, wife asked "maybe we should do titanium color, silver like the Porsche in front of us". That got us both very excited, so we are changing our minds on color, for the 4th or 5th time. Plan now
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is for silver main color, fighter grey tip trim with black sliver. This should be fun! We picked out colors and sent paint numbers to Midwest Sky Sports. We stumbled upon the web site for Soneca 200, just recently certified to build Sling 2 variants in Belgium. Google "Soneca 200"...good videos and pics...and info...like the aircraft has over 800 parts and 15,000 rivets...I would have guessed 150,000 rivets...:) .

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by Warmi]]> 2018-08-28T00:40:01-04:00 2018-08-28T00:40:01-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52825#p52825
Image]]>

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-28T14:14:47-04:00 2018-08-28T14:14:47-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52836#p52836
I am open to suggestions and opinions. Maybe I should do a vote...naaaa...wife will overrule and win anyway!

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I am open to suggestions and opinions. Maybe I should do a vote...naaaa...wife will overrule and win anyway!

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by JJay]]> 2018-08-28T14:20:00-04:00 2018-08-28T14:20:00-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52837#p52837
cam737 wrote:I am open to suggestions and opinions. Maybe I should do a vote...naaaa...wife will overrule and win anyway!

Wise ... very wise!]]>
cam737 wrote:I am open to suggestions and opinions. Maybe I should do a vote...naaaa...wife will overrule and win anyway!

Wise ... very wise!]]>
<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-08-31T12:22:03-04:00 2018-08-31T12:22:03-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52857#p52857 Screen Shot 2018-08-31 at 11.56.58 AM.jpeg

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by Warmi]]> 2018-08-31T20:41:41-04:00 2018-08-31T20:41:41-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52878#p52878 <![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by ShawnM]]> 2018-09-01T11:24:43-04:00 2018-09-01T11:24:43-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52879#p52879
Warmi wrote:Oh yeah, this one is nice. I like the accents on the wings - subtle stuff but very effective.


I like that you can fly it with the canopy open, that's awesome. Oh, I like the colors also. :mrgreen:]]>
Warmi wrote:Oh yeah, this one is nice. I like the accents on the wings - subtle stuff but very effective.


I like that you can fly it with the canopy open, that's awesome. Oh, I like the colors also. :mrgreen:]]>
<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by Sling 2 Pilot]]> 2018-09-01T11:45:35-04:00 2018-09-01T11:45:35-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52881#p52881
ShawnM wrote:
Warmi wrote:Oh yeah, this one is nice. I like the accents on the wings - subtle stuff but very effective.


I like that you can fly it with the canopy open, that's awesome. Oh, I like the colors also. :mrgreen:


Unlike a Grumman Tiger, aerodynamic flow from the prop wash in the Sling, causes the canopy to close. Get a pool noodle or foam pipe insulation and cut a groove into it, so it fits over the canopy rail. That should be enough to keep the canopy from closing, whether for fun or if you have to ditch it.

I used PVC pipe when I had my Tiger, in case of a ditching. It would stay open on its own in flight.]]>
ShawnM wrote:
Warmi wrote:Oh yeah, this one is nice. I like the accents on the wings - subtle stuff but very effective.


I like that you can fly it with the canopy open, that's awesome. Oh, I like the colors also. :mrgreen:


Unlike a Grumman Tiger, aerodynamic flow from the prop wash in the Sling, causes the canopy to close. Get a pool noodle or foam pipe insulation and cut a groove into it, so it fits over the canopy rail. That should be enough to keep the canopy from closing, whether for fun or if you have to ditch it.

I used PVC pipe when I had my Tiger, in case of a ditching. It would stay open on its own in flight.]]>
<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-09-03T10:31:38-04:00 2018-09-03T10:31:38-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52916#p52916 Screen Shot 2018-08-27 at 6.47.05 PM.jpeg

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-09-07T23:23:10-04:00 2018-09-07T23:23:10-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52941#p52941
I just learned that the parachute will be delivered late from Stratos. 15-20 days from today...This will push back completion date into, probably, third week of October. I do not know who is responsible for the delay...it really doesn't matter to me...I do not think it is Midwest Sky Sports...it is either Stratos or TAF USA ....or maybe a communication breakdown among all players....

I had planned on unexpected delays. My thinking is that the delays will be worth the pain when I finally get my airplane EXACTLY the way I want it. I think the airplane sales business is brutal...it really has to be a labor-of-love for all of the players....otherwise they could be doing other occupations that would be much more lucrative...

I am still SO happy with Midwest Sky Sports, the Sling product, and the great guys at TAF USA. I am disappointed in supplier delays. Of course, Boeing and Airbus have the same sort of supplier issues...Boeing has airplanes piling up on the ramp in WA awaiting supplier parts...

Screen Shot 2018-09-07 at 11.23.36 PM.jpeg


https://www.wsj.com/articles/at-boeing- ... 1535972401

To be continued...

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I just learned that the parachute will be delivered late from Stratos. 15-20 days from today...This will push back completion date into, probably, third week of October. I do not know who is responsible for the delay...it really doesn't matter to me...I do not think it is Midwest Sky Sports...it is either Stratos or TAF USA ....or maybe a communication breakdown among all players....

I had planned on unexpected delays. My thinking is that the delays will be worth the pain when I finally get my airplane EXACTLY the way I want it. I think the airplane sales business is brutal...it really has to be a labor-of-love for all of the players....otherwise they could be doing other occupations that would be much more lucrative...

I am still SO happy with Midwest Sky Sports, the Sling product, and the great guys at TAF USA. I am disappointed in supplier delays. Of course, Boeing and Airbus have the same sort of supplier issues...Boeing has airplanes piling up on the ramp in WA awaiting supplier parts...

Screen Shot 2018-09-07 at 11.23.36 PM.jpeg


https://www.wsj.com/articles/at-boeing- ... 1535972401

To be continued...

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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-09-15T20:55:52-04:00 2018-09-15T20:55:52-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52978#p52978
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<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by Sling 2 Pilot]]> 2018-09-16T08:02:47-04:00 2018-09-16T08:02:47-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52981#p52981
cam737 wrote:Now we are thinking red...today...maybe purple tomorrow...
IMG_0007.jpeg


Red, Purple or maybe HOLLYWOOD ORANGE]]>
cam737 wrote:Now we are thinking red...today...maybe purple tomorrow...
IMG_0007.jpeg


Red, Purple or maybe HOLLYWOOD ORANGE]]>
<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by RTK]]> 2018-09-16T23:28:52-04:00 2018-09-16T23:28:52-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=52997#p52997
Sling 2 Pilot wrote:Red, Purple or maybe HOLLYWOOD ORANGE


I’m partial to orange myself since my Sportcruiser has orange stripes and N numbers.

If torn - maybe make Titanium the base color and think about accent colors that work with titanium? Maybe red or blue?]]>
Sling 2 Pilot wrote:Red, Purple or maybe HOLLYWOOD ORANGE


I’m partial to orange myself since my Sportcruiser has orange stripes and N numbers.

If torn - maybe make Titanium the base color and think about accent colors that work with titanium? Maybe red or blue?]]>
<![CDATA[Light Sport Aircraft :: Re: Sling 2 build / Midwest Sky Sports :: Reply by cam737]]> 2018-09-19T01:05:04-04:00 2018-09-19T01:05:04-04:00 http://sportpilottalk.com/viewtopic.php?f=3&t=5062&p=53010#p53010
Sling 2...YOU ARE Hollywood! :)

RTK..ya got me thinkin'...(that is hard for me to do)...so, I thought about what you said...looked at Sport Cruiser paint jobs...the Sport Cruiser is the best looking airplane out there (right behind the Sling 2 of course :) )

So, today, I am thinking of white with silver trim and blue accents...open to inputs...I never imagined I would have such a difficult time picking paint...I know why....they all look great.

Colors from first pic below...style from second pic...

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Sling 2...YOU ARE Hollywood! :)

RTK..ya got me thinkin'...(that is hard for me to do)...so, I thought about what you said...looked at Sport Cruiser paint jobs...the Sport Cruiser is the best looking airplane out there (right behind the Sling 2 of course :) )

So, today, I am thinking of white with silver trim and blue accents...open to inputs...I never imagined I would have such a difficult time picking paint...I know why....they all look great.

Colors from first pic below...style from second pic...

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<![CDATA[Training :: Re: Best books and apps for PPL beginners? :: Reply by carlapilot]]> 2018-08-27T08:00:15-04:00 2018-08-27T08:00:15-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5085&p=52805#p52805
Now my life is really about just flying and i'm so happy.]]>

Now my life is really about just flying and i'm so happy.]]>
<![CDATA[Training :: Re: Best books and apps for PPL beginners? :: Reply by TimTaylor]]> 2018-08-27T11:53:36-04:00 2018-08-27T11:53:36-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5085&p=52807#p52807 <![CDATA[Training :: Cert Advise :: Author New2me]]> 2018-08-31T11:05:55-04:00 2018-08-31T11:05:55-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52853#p52853 As I understand it, I would not qualify for PAR 103 because of the passenger and also my aircraft may no longer qualify if its large enough to carry said passenger.

About 5 years ago I decided I was finally going to learn to fly. I went out and got an intro flight in a UL trike at Cushing's Field. It was amazing! However, I didn't go any further because I was not in a position to purchase an aircraft and was educated during the flight that it would be necessary to have my own aircraft to finish my training.

So 5 years later I'm in a position to buy an aircraft but am not sure which is the best route for me. What I want is something portable and have come up with some aircraft I would be interested in.

- UL Trike
- PPG
- Quicksilver S2 or similar

Every company selling a UL seems to offer training for their products but I don't understand which training is worth it. Yes all training is beneficial but which is the most usable for advancement? For instance I was reading about PPG under PAR 103. The company will train you which may take lets say 20hrs for lets say $2500 and give a cert. These cert's come with different ratings PPG1/2/3. Another site says these ratings are not recognized by the FAA and are a gimmick or scam as they put it. If I am a pilot operating PAR 103 aircraft and don't need a cert is this just a waste of money? Yes I am getting invaluable training that could potentially save my life but these certs don't transfer to anything like a SPL do they?

My ultimate goal is to fly small aircraft like Cessna 150 at some point in the distant future. So what Cert do I need today to allow me to fly a UL Trike with a passenger that will allow me to build on in the future? It seems like Illinois does not allow tandem PPG unless for training. I'm not clear if that includes PPG quad/trikes.

I appreciate any and all feedback.]]>
As I understand it, I would not qualify for PAR 103 because of the passenger and also my aircraft may no longer qualify if its large enough to carry said passenger.

About 5 years ago I decided I was finally going to learn to fly. I went out and got an intro flight in a UL trike at Cushing's Field. It was amazing! However, I didn't go any further because I was not in a position to purchase an aircraft and was educated during the flight that it would be necessary to have my own aircraft to finish my training.

So 5 years later I'm in a position to buy an aircraft but am not sure which is the best route for me. What I want is something portable and have come up with some aircraft I would be interested in.

- UL Trike
- PPG
- Quicksilver S2 or similar

Every company selling a UL seems to offer training for their products but I don't understand which training is worth it. Yes all training is beneficial but which is the most usable for advancement? For instance I was reading about PPG under PAR 103. The company will train you which may take lets say 20hrs for lets say $2500 and give a cert. These cert's come with different ratings PPG1/2/3. Another site says these ratings are not recognized by the FAA and are a gimmick or scam as they put it. If I am a pilot operating PAR 103 aircraft and don't need a cert is this just a waste of money? Yes I am getting invaluable training that could potentially save my life but these certs don't transfer to anything like a SPL do they?

My ultimate goal is to fly small aircraft like Cessna 150 at some point in the distant future. So what Cert do I need today to allow me to fly a UL Trike with a passenger that will allow me to build on in the future? It seems like Illinois does not allow tandem PPG unless for training. I'm not clear if that includes PPG quad/trikes.

I appreciate any and all feedback.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-08-31T11:29:44-04:00 2018-08-31T11:29:44-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52855#p52855
You probably should be thinking Sport Pilot if you want to fly light sport aircraft capable of carrying one passenger. If you want to fly Cessna 150 or larger, you would need a Private Pilot license.

To get a Private Pilot license, you would need to pass an FAA third class medical. If you don't think you could pass that, you can get a Sport Pilot certificate without the FAA medical if you have a driver's license and are in generally good health.

So, bottom line, my advice is to forget ultralight. Go for a Private Pilot certificate if you can pass the third class medical. If not, go for a Sport Pilot certificate. One word of caution. Don't take the FAA medical exam if you can't pass it. If you take it and fail, you are grounded for everything except ultralight and gliders.

Finally, you can always go for Sport Pilot and upgrade to Private later when you want to fly the C150 or larger aircraft. The drawback there is you would have to take two FAA written exams and two flight test. It's possible the light sport aircraft would meet your needs and you would never need a Private.]]>

You probably should be thinking Sport Pilot if you want to fly light sport aircraft capable of carrying one passenger. If you want to fly Cessna 150 or larger, you would need a Private Pilot license.

To get a Private Pilot license, you would need to pass an FAA third class medical. If you don't think you could pass that, you can get a Sport Pilot certificate without the FAA medical if you have a driver's license and are in generally good health.

So, bottom line, my advice is to forget ultralight. Go for a Private Pilot certificate if you can pass the third class medical. If not, go for a Sport Pilot certificate. One word of caution. Don't take the FAA medical exam if you can't pass it. If you take it and fail, you are grounded for everything except ultralight and gliders.

Finally, you can always go for Sport Pilot and upgrade to Private later when you want to fly the C150 or larger aircraft. The drawback there is you would have to take two FAA written exams and two flight test. It's possible the light sport aircraft would meet your needs and you would never need a Private.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-08-31T12:19:16-04:00 2018-08-31T12:19:16-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52856#p52856
What is involved with obtaining and maintaining the SP & PL licenses? I imagine for PL I would need to get the medical exam done at some frequency. Possibly annually? With a drivers license we obtain endorsements for the different vehicle types. (ie: Motorcycle, CDL etc..) Does SP and PL work the same?]]>

What is involved with obtaining and maintaining the SP & PL licenses? I imagine for PL I would need to get the medical exam done at some frequency. Possibly annually? With a drivers license we obtain endorsements for the different vehicle types. (ie: Motorcycle, CDL etc..) Does SP and PL work the same?]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by 3Dreaming]]> 2018-08-31T12:33:42-04:00 2018-08-31T12:33:42-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52859#p52859
Any true ultralight will only be a single seat. Any training you receive should be in a "N" numbered aircraft by a certified instructor. If it is not, you should walk away. The training would count for any additional ratings. With your stated goal you will need a pilot certificate, whether Sport, recreational, or private.

One other option that is probably not even on your radar is a Glider rating. There is a glider club at Hinckely. You could do a Private Pilot Glider, then do a Sport pilot Airplane add on. Your overall training cost will likely be less, and you will gain some tremendous flight experience. The Sport Pilot add on would not require any additional knowledge test, just training from one instructor and a proficiency check from another instructor. You would still have to do an additional knowledge test and practical test to add airplane at the private pilot level.

There are many Light Sport Airplanes that have equal or better performance than a Cessna 150, but few that are in the same price range.]]>

Any true ultralight will only be a single seat. Any training you receive should be in a "N" numbered aircraft by a certified instructor. If it is not, you should walk away. The training would count for any additional ratings. With your stated goal you will need a pilot certificate, whether Sport, recreational, or private.

One other option that is probably not even on your radar is a Glider rating. There is a glider club at Hinckely. You could do a Private Pilot Glider, then do a Sport pilot Airplane add on. Your overall training cost will likely be less, and you will gain some tremendous flight experience. The Sport Pilot add on would not require any additional knowledge test, just training from one instructor and a proficiency check from another instructor. You would still have to do an additional knowledge test and practical test to add airplane at the private pilot level.

There are many Light Sport Airplanes that have equal or better performance than a Cessna 150, but few that are in the same price range.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-08-31T12:40:35-04:00 2018-08-31T12:43:17-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52860#p52860
New2me wrote:So what is involved in this Medical Exam and is there a way to find out if I could pass without being on the "books"? I'm a healthy person with no medical conditions (knock on wood) and decent vision, but will need glasses for reading in the near future. I suppose I can just Google FAA third class medical as well.

What is involved with obtaining and maintaining the SP & PL licenses? I imagine for PL I would need to get the medical exam done at some frequency. Possibly annually? With a drivers license we obtain endorsements for the different vehicle types. (ie: Motorcycle, CDL etc..) Does SP and PL work the same?

Once you obtain a Sport Pilot or Private Pilot certificate, they are good for life. You do have to maintain currency by flying and having a flight review with an instructor every two years.

As far as the FAA third class medical, that would be a one time event. After it expires in a few years, you can convert to the new "Basic Med" scheme whereby you have a physical exam ever 4 years with your regular doctor.

When 3Dreaming mentions an N numbered aircraft, he is referring to an aircraft legally registered as a light sport aircraft.]]>
New2me wrote:So what is involved in this Medical Exam and is there a way to find out if I could pass without being on the "books"? I'm a healthy person with no medical conditions (knock on wood) and decent vision, but will need glasses for reading in the near future. I suppose I can just Google FAA third class medical as well.

What is involved with obtaining and maintaining the SP & PL licenses? I imagine for PL I would need to get the medical exam done at some frequency. Possibly annually? With a drivers license we obtain endorsements for the different vehicle types. (ie: Motorcycle, CDL etc..) Does SP and PL work the same?

Once you obtain a Sport Pilot or Private Pilot certificate, they are good for life. You do have to maintain currency by flying and having a flight review with an instructor every two years.

As far as the FAA third class medical, that would be a one time event. After it expires in a few years, you can convert to the new "Basic Med" scheme whereby you have a physical exam ever 4 years with your regular doctor.

When 3Dreaming mentions an N numbered aircraft, he is referring to an aircraft legally registered as a light sport aircraft.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by 3Dreaming]]> 2018-08-31T12:41:24-04:00 2018-08-31T12:41:24-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52861#p52861
New2me wrote:So what is involved in this Medical Exam and is there a way to find out if I could pass without being on the "books"? I'm a healthy person with no medical conditions (knock on wood) and decent vision, but will need glasses for reading in the near future. I suppose I can just Google FAA third class medical as well.

What is involved with obtaining and maintaining the SP & PL licenses? I imagine for PL I would need to get the medical exam done at some frequency. Possibly annually? With a drivers license we obtain endorsements for the different vehicle types. (ie: Motorcycle, CDL etc..) Does SP and PL work the same?


For SP you must have a valid drivers license, and you self access your medical fitness for flight.

For Private Pilot you will need a base line medical, and then you can operate under BasicMed. With BasicMed you have to do online training every 2 years, and see a primary care physician every 4 years. The physician must complete and sign an examination checklist. You enter the physicians information along with your training and print out a certificate to keep with your logbook. The FAA medical is valid for 2 years, or if you are under 40 at the time of application it is valid for 5 years.

The training requirements for both ratings can be found on the internet or in the Federal Aviation regulations in part 61.]]>
New2me wrote:So what is involved in this Medical Exam and is there a way to find out if I could pass without being on the "books"? I'm a healthy person with no medical conditions (knock on wood) and decent vision, but will need glasses for reading in the near future. I suppose I can just Google FAA third class medical as well.

What is involved with obtaining and maintaining the SP & PL licenses? I imagine for PL I would need to get the medical exam done at some frequency. Possibly annually? With a drivers license we obtain endorsements for the different vehicle types. (ie: Motorcycle, CDL etc..) Does SP and PL work the same?


For SP you must have a valid drivers license, and you self access your medical fitness for flight.

For Private Pilot you will need a base line medical, and then you can operate under BasicMed. With BasicMed you have to do online training every 2 years, and see a primary care physician every 4 years. The physician must complete and sign an examination checklist. You enter the physicians information along with your training and print out a certificate to keep with your logbook. The FAA medical is valid for 2 years, or if you are under 40 at the time of application it is valid for 5 years.

The training requirements for both ratings can be found on the internet or in the Federal Aviation regulations in part 61.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-08-31T13:14:02-04:00 2018-08-31T13:14:02-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52862#p52862
It seems Sport or Private is certainly the direction I need to head in. Is there an advantage to one over the other? The name Private Pilot leads me to believe that this license would set me up if I wanted to fly for hire. That may be something to work towards but if SL gets me into the air with a passenger then that's probably the route I'll take. Maybe the two licenses allow the pilot different freedoms in the air?

3Dreaming:
Funny you should mention the glider. I just went up in one 2 weeks ago for the 1st time over in Minooka. I had a gift certificate for a ride and thought it was very entertaining. Not sure that would be my]]>

It seems Sport or Private is certainly the direction I need to head in. Is there an advantage to one over the other? The name Private Pilot leads me to believe that this license would set me up if I wanted to fly for hire. That may be something to work towards but if SL gets me into the air with a passenger then that's probably the route I'll take. Maybe the two licenses allow the pilot different freedoms in the air?

3Dreaming:
Funny you should mention the glider. I just went up in one 2 weeks ago for the 1st time over in Minooka. I had a gift certificate for a ride and thought it was very entertaining. Not sure that would be my]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-08-31T13:31:07-04:00 2018-08-31T13:31:07-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52863#p52863
If you never want to carry more than one passenger and are flying daytime in good weather, a Sport Pilot certificate is what you need. If you want to carry more then one passenger or fly at night, then you need a Private. If you want to fly in instrument weather conditions (in the clouds), then you need a Private plus Instrument rating.

The problem with getting a Sport Pilot certificate is that it is sometimes hard to find a flight school that has light sport aircraft and that trains Sport Pilots. It is usually easy to find plenty of flight schools that train Private Pilots in Cessnas and Pipers.

EDIT: Remember, a Private Pilot can fly just about any aircraft including light sport. A Sport Pilot can fly only light sport aircraft. It is almost as easy to get a Private certificate as a Sport Pilot certificate. You just need a few more hours, a little more instrument training, and night flying. The main issue for many people is the fact you need the FAA third class medical for a Private.]]>

If you never want to carry more than one passenger and are flying daytime in good weather, a Sport Pilot certificate is what you need. If you want to carry more then one passenger or fly at night, then you need a Private. If you want to fly in instrument weather conditions (in the clouds), then you need a Private plus Instrument rating.

The problem with getting a Sport Pilot certificate is that it is sometimes hard to find a flight school that has light sport aircraft and that trains Sport Pilots. It is usually easy to find plenty of flight schools that train Private Pilots in Cessnas and Pipers.

EDIT: Remember, a Private Pilot can fly just about any aircraft including light sport. A Sport Pilot can fly only light sport aircraft. It is almost as easy to get a Private certificate as a Sport Pilot certificate. You just need a few more hours, a little more instrument training, and night flying. The main issue for many people is the fact you need the FAA third class medical for a Private.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by drseti]]> 2018-08-31T13:56:09-04:00 2018-08-31T13:56:09-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52864#p52864 My fellow forum members have all done a fine job giving you useful information, but something is missing -- none of them has welcomed you to the forums! So, welcome aboard; good to have you with us.

Safe Skies,
Paul]]>
My fellow forum members have all done a fine job giving you useful information, but something is missing -- none of them has welcomed you to the forums! So, welcome aboard; good to have you with us.

Safe Skies,
Paul]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-08-31T14:50:23-04:00 2018-08-31T14:50:23-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52865#p52865
TimTaylor wrote:You should read Part 61 of the Federal Aviation Regulations for Sport Pilot and Private Pilot to see the requirements and privileges. To fly for pay, you need a Commercial Certificate or an Airline Transport Certificate.

If you never want to carry more than one passenger and are flying daytime in good weather, a Sport Pilot certificate is what you need. If you want to carry more then one passenger or fly at night, then you need a Private. If you want to fly in instrument weather conditions (in the clouds), then you need a Private plus Instrument rating.

The problem with getting a Sport Pilot certificate is that it is sometimes hard to find a flight school that has light sport aircraft and that trains Sport Pilots. It is usually easy to find plenty of flight schools that train Private Pilots in Cessnas and Pipers.

EDIT: Remember, a Private Pilot can fly just about any aircraft including light sport. A Sport Pilot can fly only light sport aircraft. It is almost as easy to get a Private certificate as a Sport Pilot certificate. You just need a few more hours, a little more instrument training, and night flying. The main issue for many people is the fact you need the FAA third class medical for a Private.


Thank you I will read Part 61 for more detail. So do instructors carry a Commercial Cert. then?

My position on flying today is much like the motorcycle. Just a good weather vehicle to cruise around on and enjoy the scenery.

It looks like I will need to sit down and compare the two licenses and decide which will work out best for me. Part of that will be finding a school and instructor with the aircraft that I would like to fly. Otherwise, I will need additional training for that endorsement.

So if I chose to learn PPG that has no relation to Sport or Private licensing correct? That is just a skill that may come with a private cert from the company/instructor that teaches me?]]>
TimTaylor wrote:You should read Part 61 of the Federal Aviation Regulations for Sport Pilot and Private Pilot to see the requirements and privileges. To fly for pay, you need a Commercial Certificate or an Airline Transport Certificate.

If you never want to carry more than one passenger and are flying daytime in good weather, a Sport Pilot certificate is what you need. If you want to carry more then one passenger or fly at night, then you need a Private. If you want to fly in instrument weather conditions (in the clouds), then you need a Private plus Instrument rating.

The problem with getting a Sport Pilot certificate is that it is sometimes hard to find a flight school that has light sport aircraft and that trains Sport Pilots. It is usually easy to find plenty of flight schools that train Private Pilots in Cessnas and Pipers.

EDIT: Remember, a Private Pilot can fly just about any aircraft including light sport. A Sport Pilot can fly only light sport aircraft. It is almost as easy to get a Private certificate as a Sport Pilot certificate. You just need a few more hours, a little more instrument training, and night flying. The main issue for many people is the fact you need the FAA third class medical for a Private.


Thank you I will read Part 61 for more detail. So do instructors carry a Commercial Cert. then?

My position on flying today is much like the motorcycle. Just a good weather vehicle to cruise around on and enjoy the scenery.

It looks like I will need to sit down and compare the two licenses and decide which will work out best for me. Part of that will be finding a school and instructor with the aircraft that I would like to fly. Otherwise, I will need additional training for that endorsement.

So if I chose to learn PPG that has no relation to Sport or Private licensing correct? That is just a skill that may come with a private cert from the company/instructor that teaches me?]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-08-31T15:08:30-04:00 2018-08-31T15:08:30-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52866#p52866
drseti wrote:New,
My fellow forum members have all done a fine job giving you useful information, but something is missing -- none of them has welcomed you to the forums! So, welcome aboard; good to have you with us.

Safe Skies,
Paul


Thank you Paul!]]>
drseti wrote:New,
My fellow forum members have all done a fine job giving you useful information, but something is missing -- none of them has welcomed you to the forums! So, welcome aboard; good to have you with us.

Safe Skies,
Paul


Thank you Paul!]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-08-31T15:57:24-04:00 2018-08-31T15:57:24-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52867#p52867
New2me wrote:
TimTaylor wrote:You should read Part 61 of the Federal Aviation Regulations for Sport Pilot and Private Pilot to see the requirements and privileges. To fly for pay, you need a Commercial Certificate or an Airline Transport Certificate.

If you never want to carry more than one passenger and are flying daytime in good weather, a Sport Pilot certificate is what you need. If you want to carry more then one passenger or fly at night, then you need a Private. If you want to fly in instrument weather conditions (in the clouds), then you need a Private plus Instrument rating.

The problem with getting a Sport Pilot certificate is that it is sometimes hard to find a flight school that has light sport aircraft and that trains Sport Pilots. It is usually easy to find plenty of flight schools that train Private Pilots in Cessnas and Pipers.

EDIT: Remember, a Private Pilot can fly just about any aircraft including light sport. A Sport Pilot can fly only light sport aircraft. It is almost as easy to get a Private certificate as a Sport Pilot certificate. You just need a few more hours, a little more instrument training, and night flying. The main issue for many people is the fact you need the FAA third class medical for a Private.


Thank you I will read Part 61 for more detail. So do instructors carry a Commercial Cert. then?

My position on flying today is much like the motorcycle. Just a good weather vehicle to cruise around on and enjoy the scenery.

It looks like I will need to sit down and compare the two licenses and decide which will work out best for me. Part of that will be finding a school and instructor with the aircraft that I would like to fly. Otherwise, I will need additional training for that endorsement.

So if I chose to learn PPG that has no relation to Sport or Private licensing correct? That is just a skill that may come with a private cert from the company/instructor that teaches me?

I know little or nothing about powered parachute except I see there is a category of powered parachute under the Sport Pilot certificate. So, I assume you could get a Sport Pilot license flying a powered parachute. Later, you could train with a flight instructor and take a flight test with a second flight instructor to get a fixed wing endorsement on your Sport Pilot certificate. I don't know if there is a powered parachute that can be flown as ultralight with no pilot license or not. Maybe. And yes, most CFI's have a Commercial certificate. That is required to get paid. There is a Sport Pilot instructor certificate that I know nothing about.]]>
New2me wrote:
TimTaylor wrote:You should read Part 61 of the Federal Aviation Regulations for Sport Pilot and Private Pilot to see the requirements and privileges. To fly for pay, you need a Commercial Certificate or an Airline Transport Certificate.

If you never want to carry more than one passenger and are flying daytime in good weather, a Sport Pilot certificate is what you need. If you want to carry more then one passenger or fly at night, then you need a Private. If you want to fly in instrument weather conditions (in the clouds), then you need a Private plus Instrument rating.

The problem with getting a Sport Pilot certificate is that it is sometimes hard to find a flight school that has light sport aircraft and that trains Sport Pilots. It is usually easy to find plenty of flight schools that train Private Pilots in Cessnas and Pipers.

EDIT: Remember, a Private Pilot can fly just about any aircraft including light sport. A Sport Pilot can fly only light sport aircraft. It is almost as easy to get a Private certificate as a Sport Pilot certificate. You just need a few more hours, a little more instrument training, and night flying. The main issue for many people is the fact you need the FAA third class medical for a Private.


Thank you I will read Part 61 for more detail. So do instructors carry a Commercial Cert. then?

My position on flying today is much like the motorcycle. Just a good weather vehicle to cruise around on and enjoy the scenery.

It looks like I will need to sit down and compare the two licenses and decide which will work out best for me. Part of that will be finding a school and instructor with the aircraft that I would like to fly. Otherwise, I will need additional training for that endorsement.

So if I chose to learn PPG that has no relation to Sport or Private licensing correct? That is just a skill that may come with a private cert from the company/instructor that teaches me?

I know little or nothing about powered parachute except I see there is a category of powered parachute under the Sport Pilot certificate. So, I assume you could get a Sport Pilot license flying a powered parachute. Later, you could train with a flight instructor and take a flight test with a second flight instructor to get a fixed wing endorsement on your Sport Pilot certificate. I don't know if there is a powered parachute that can be flown as ultralight with no pilot license or not. Maybe. And yes, most CFI's have a Commercial certificate. That is required to get paid. There is a Sport Pilot instructor certificate that I know nothing about.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by 3Dreaming]]> 2018-08-31T16:10:09-04:00 2018-08-31T16:10:09-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52868#p52868
New2me wrote: Thank you I will read Part 61 for more detail. So do instructors carry a Commercial Cert. then?

My position on flying today is much like the motorcycle. Just a good weather vehicle to cruise around on and enjoy the scenery.

It looks like I will need to sit down and compare the two licenses and decide which will work out best for me. Part of that will be finding a school and instructor with the aircraft that I would like to fly. Otherwise, I will need additional training for that endorsement.

So if I chose to learn PPG that has no relation to Sport or Private licensing correct? That is just a skill that may come with a private cert from the company/instructor that teaches me?


Sport or private pilot would be the level of certificate held, and is also tied to privileges you can exercise.
PPC or airplane would be the category of aircraft that you can fly. You could do either at the sport or private pilot level.

A sub part H flight instructor (regular flight instructor) must hold a commercial pilot certificate. They can teach any basically any pilot.

A sub part K flight instructor (sport Pilot Instructor) can only teach sport pilots.

The big difference for you will be a sport pilot can only carry 1 passenger. A private pilot has no restriction on the number of passengers they can carry as far as I know.]]>
New2me wrote: Thank you I will read Part 61 for more detail. So do instructors carry a Commercial Cert. then?

My position on flying today is much like the motorcycle. Just a good weather vehicle to cruise around on and enjoy the scenery.

It looks like I will need to sit down and compare the two licenses and decide which will work out best for me. Part of that will be finding a school and instructor with the aircraft that I would like to fly. Otherwise, I will need additional training for that endorsement.

So if I chose to learn PPG that has no relation to Sport or Private licensing correct? That is just a skill that may come with a private cert from the company/instructor that teaches me?


Sport or private pilot would be the level of certificate held, and is also tied to privileges you can exercise.
PPC or airplane would be the category of aircraft that you can fly. You could do either at the sport or private pilot level.

A sub part H flight instructor (regular flight instructor) must hold a commercial pilot certificate. They can teach any basically any pilot.

A sub part K flight instructor (sport Pilot Instructor) can only teach sport pilots.

The big difference for you will be a sport pilot can only carry 1 passenger. A private pilot has no restriction on the number of passengers they can carry as far as I know.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-08-31T16:22:28-04:00 2018-08-31T16:22:28-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52869#p52869 <![CDATA[Training :: Re: Cert Advise :: Reply by 3Dreaming]]> 2018-08-31T16:39:38-04:00 2018-08-31T16:39:38-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52870#p52870
TimTaylor wrote: I know little or nothing about powered parachute except I see there is a category of powered parachute under the Sport Pilot certificate. So, I assume you could get a Sport Pilot license flying a powered parachute. Later, you could train with a flight instructor and take a flight test with a second flight instructor to get a fixed wing endorsement on your Sport Pilot certificate. I don't know if there is a powered parachute that can be flown as ultralight with no pilot license or not. Maybe. And yes, most CFI's have a Commercial certificate. That is required to get paid. There is a Sport Pilot instructor certificate that I know nothing about.


Tim, a commercial pilot certificate is not required to get paid as a flight instructor, otherwise an instructor would not be able to charge for their services unless they held at least a second class medical. You should think of a commercial certificate as prerequisite level of experience required to become a flight instructor.

A sport pilot instructor only requires the minimum of a sport pilot certificate. They can also charge for flight instruction. They are charging for teaching not charging for flying.]]>
TimTaylor wrote: I know little or nothing about powered parachute except I see there is a category of powered parachute under the Sport Pilot certificate. So, I assume you could get a Sport Pilot license flying a powered parachute. Later, you could train with a flight instructor and take a flight test with a second flight instructor to get a fixed wing endorsement on your Sport Pilot certificate. I don't know if there is a powered parachute that can be flown as ultralight with no pilot license or not. Maybe. And yes, most CFI's have a Commercial certificate. That is required to get paid. There is a Sport Pilot instructor certificate that I know nothing about.


Tim, a commercial pilot certificate is not required to get paid as a flight instructor, otherwise an instructor would not be able to charge for their services unless they held at least a second class medical. You should think of a commercial certificate as prerequisite level of experience required to become a flight instructor.

A sport pilot instructor only requires the minimum of a sport pilot certificate. They can also charge for flight instruction. They are charging for teaching not charging for flying.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-08-31T16:40:26-04:00 2018-08-31T16:40:26-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52871#p52871
If going the Private route then get a Class 3 Medical done. If going Sport then Drivers License is adequate.
Take the written exam.
Begin taking lessons and work towards my practical exam which needs to be completed within 24 months of when I passed the written exam.

Does this sound about right?]]>

If going the Private route then get a Class 3 Medical done. If going Sport then Drivers License is adequate.
Take the written exam.
Begin taking lessons and work towards my practical exam which needs to be completed within 24 months of when I passed the written exam.

Does this sound about right?]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-08-31T16:51:11-04:00 2018-08-31T16:51:11-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52872#p52872
TimTaylor wrote:I just read that most single person powered parachutes can be flown as ultralight with no license. Two person powered parachutes are light sport and require a Sport Pilot license.


Yes most single seat PPG and UL Trikes fall under the FAR 103 rule so as they do not exceed the weight limits. Once you move into 2 seaters you loose the exemption because of weight and you are not allowed passengers under that rule.


On the subject of terminolgy:
Is it true that there is no such thing as a pilot license, only certificates?]]>
TimTaylor wrote:I just read that most single person powered parachutes can be flown as ultralight with no license. Two person powered parachutes are light sport and require a Sport Pilot license.


Yes most single seat PPG and UL Trikes fall under the FAR 103 rule so as they do not exceed the weight limits. Once you move into 2 seaters you loose the exemption because of weight and you are not allowed passengers under that rule.


On the subject of terminolgy:
Is it true that there is no such thing as a pilot license, only certificates?]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by drseti]]> 2018-08-31T16:56:47-04:00 2018-08-31T16:56:47-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52873#p52873
New2me wrote:So do instructors carry a Commercial Cert. then?


They did until 2005. Up until then, all CFIs operated under FAR Part 61 Subpart H, and were required to be instrument-rated commercial pilots. When the Sport Pilot and LSA rules were created 13 years ago, they included the new FAR 61 Subpart K rules creating the Sport Pilot Instructor rating. These new CFIs were allowed to train only in LSAs, and only toward the Sport Pilot rating. They were not required to be either Commercial Pilots nor Instrument rated. At first, the hours spent training with a Subpart K CFI were usable only toward the SP rating. Recently, FAA relaxed that restriction, allowing some of those hours to count toward higher ratings as well. That is discussed in detail in another thread on this forum.]]>
New2me wrote:So do instructors carry a Commercial Cert. then?


They did until 2005. Up until then, all CFIs operated under FAR Part 61 Subpart H, and were required to be instrument-rated commercial pilots. When the Sport Pilot and LSA rules were created 13 years ago, they included the new FAR 61 Subpart K rules creating the Sport Pilot Instructor rating. These new CFIs were allowed to train only in LSAs, and only toward the Sport Pilot rating. They were not required to be either Commercial Pilots nor Instrument rated. At first, the hours spent training with a Subpart K CFI were usable only toward the SP rating. Recently, FAA relaxed that restriction, allowing some of those hours to count toward higher ratings as well. That is discussed in detail in another thread on this forum.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-08-31T17:06:46-04:00 2018-08-31T17:06:46-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52874#p52874
3Dreaming wrote:
TimTaylor wrote: I know little or nothing about powered parachute except I see there is a category of powered parachute under the Sport Pilot certificate. So, I assume you could get a Sport Pilot license flying a powered parachute. Later, you could train with a flight instructor and take a flight test with a second flight instructor to get a fixed wing endorsement on your Sport Pilot certificate. I don't know if there is a powered parachute that can be flown as ultralight with no pilot license or not. Maybe. And yes, most CFI's have a Commercial certificate. That is required to get paid. There is a Sport Pilot instructor certificate that I know nothing about.


Tim, a commercial pilot certificate is not required to get paid as a flight instructor, otherwise an instructor would not be able to charge for their services unless they held at least a second class medical. You should think of a commercial certificate as prerequisite level of experience required to become a flight instructor.

A sport pilot instructor only requires the minimum of a sport pilot certificate. They can also charge for flight instruction. They are charging for teaching not charging for flying.

You are correct.]]>
3Dreaming wrote:
TimTaylor wrote: I know little or nothing about powered parachute except I see there is a category of powered parachute under the Sport Pilot certificate. So, I assume you could get a Sport Pilot license flying a powered parachute. Later, you could train with a flight instructor and take a flight test with a second flight instructor to get a fixed wing endorsement on your Sport Pilot certificate. I don't know if there is a powered parachute that can be flown as ultralight with no pilot license or not. Maybe. And yes, most CFI's have a Commercial certificate. That is required to get paid. There is a Sport Pilot instructor certificate that I know nothing about.


Tim, a commercial pilot certificate is not required to get paid as a flight instructor, otherwise an instructor would not be able to charge for their services unless they held at least a second class medical. You should think of a commercial certificate as prerequisite level of experience required to become a flight instructor.

A sport pilot instructor only requires the minimum of a sport pilot certificate. They can also charge for flight instruction. They are charging for teaching not charging for flying.

You are correct.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-08-31T17:36:33-04:00 2018-08-31T18:02:33-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52875#p52875
New2me wrote:Reading up on Gleim's site it appears my 1st move is to meet with an instructor and apply for a Sport or Private Cert. I will need to find comparison info on these to make a final decision. A chart with practical information like hours required to complete each and if the cost is different for each would be fantastic.

If going the Private route then get a Class 3 Medical done. If going Sport then Drivers License is adequate.
Take the written exam.
Begin taking lessons and work towards my practical exam which needs to be completed within 24 months of when I passed the written exam.

Does this sound about right?

You don't have to do it all in that order. I would first decide what type aircraft you want to fly and find a flight school that has that type aircraft available for training and a CFI available. Next, I would take a few lessons to make sure you like it and it's something you want to pursue. If they have light sport aircraft as well as larger aircraft, you might want to fly both before you decide.

If you are flying a Cessna or Piper type aircraft, you will need to pass your FAA third class medical before you solo (usually around 10 hours). If you are flying an LSA (light sport aircraft), you don't need a medical.

While you are learning to fly, study for and take the appropriate written test for the Private or Sport Pilot certificate you decided to go for. Finish your training, go take the flight test, get your certificate.]]>
New2me wrote:Reading up on Gleim's site it appears my 1st move is to meet with an instructor and apply for a Sport or Private Cert. I will need to find comparison info on these to make a final decision. A chart with practical information like hours required to complete each and if the cost is different for each would be fantastic.

If going the Private route then get a Class 3 Medical done. If going Sport then Drivers License is adequate.
Take the written exam.
Begin taking lessons and work towards my practical exam which needs to be completed within 24 months of when I passed the written exam.

Does this sound about right?

You don't have to do it all in that order. I would first decide what type aircraft you want to fly and find a flight school that has that type aircraft available for training and a CFI available. Next, I would take a few lessons to make sure you like it and it's something you want to pursue. If they have light sport aircraft as well as larger aircraft, you might want to fly both before you decide.

If you are flying a Cessna or Piper type aircraft, you will need to pass your FAA third class medical before you solo (usually around 10 hours). If you are flying an LSA (light sport aircraft), you don't need a medical.

While you are learning to fly, study for and take the appropriate written test for the Private or Sport Pilot certificate you decided to go for. Finish your training, go take the flight test, get your certificate.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by chicagorandy]]> 2018-08-31T18:01:33-04:00 2018-08-31T18:01:33-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52876#p52876 <![CDATA[Training :: Re: Cert Advise :: Reply by Warmi]]> 2018-08-31T18:46:07-04:00 2018-08-31T18:46:07-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52877#p52877 <![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-09-01T17:11:43-04:00 2018-09-01T17:11:43-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52884#p52884 <![CDATA[Training :: Re: Cert Advise :: Reply by Half Fast]]> 2018-09-01T17:59:27-04:00 2018-09-01T17:59:27-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52885#p52885
drseti wrote:
Recently, FAA relaxed that restriction, allowing some of those hours to count toward higher ratings as well. That is discussed in detail in another thread on this forum.


Paul, what hours of Sport training would not count? From the circular,

Therefore, the
FAA believes that all training received
as a sport pilot candidate is relative to
the aeronautical experience required for
a higher certificate. Accordingly, the
FAA is not going to limit the sport pilot
training that may be credited toward a
higher certificate to a prescriptive
number of hours
.


I realize that additional training is needed, but it seems that all sport training hours would count. What am I missing?]]>
drseti wrote:
Recently, FAA relaxed that restriction, allowing some of those hours to count toward higher ratings as well. That is discussed in detail in another thread on this forum.


Paul, what hours of Sport training would not count? From the circular,

Therefore, the
FAA believes that all training received
as a sport pilot candidate is relative to
the aeronautical experience required for
a higher certificate. Accordingly, the
FAA is not going to limit the sport pilot
training that may be credited toward a
higher certificate to a prescriptive
number of hours
.


I realize that additional training is needed, but it seems that all sport training hours would count. What am I missing?]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by drseti]]> 2018-09-01T19:45:33-04:00 2018-09-01T19:45:33-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52886#p52886
Half Fast wrote: but it seems that all sport training hours would count. What am I missing?


It would seem that way from the summary you cited, but the actual FAA Order apparently says otherwise. The original petition for proposed rulemaking (to which I was signatory) made the case that, in those Areas of Operation for which the performance standards are identical between the SP PTS and the PP ACS, there should be no distinction between skills taught under Part 61 Subpart H and Part 61 Subpart K. AFAIK, the final Order enacted that recommendation.]]>
Half Fast wrote: but it seems that all sport training hours would count. What am I missing?


It would seem that way from the summary you cited, but the actual FAA Order apparently says otherwise. The original petition for proposed rulemaking (to which I was signatory) made the case that, in those Areas of Operation for which the performance standards are identical between the SP PTS and the PP ACS, there should be no distinction between skills taught under Part 61 Subpart H and Part 61 Subpart K. AFAIK, the final Order enacted that recommendation.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by Half Fast]]> 2018-09-01T22:07:30-04:00 2018-09-01T22:07:30-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52888#p52888
drseti wrote:
Half Fast wrote: but it seems that all sport training hours would count. What am I missing?


It would seem that way from the summary you cited, but the actual FAA Order apparently says otherwise. The original petition for proposed rulemaking (to which I was signatory) made the case that, in those Areas of Operation for which the performance standards are identical between the SP PTS and the PP ACS, there should be no distinction between skills taught under Part 61 Subpart H and Part 61 Subpart K. AFAIK, the final Order enacted that recommendation.



So what hours don’t count?]]>
drseti wrote:
Half Fast wrote: but it seems that all sport training hours would count. What am I missing?


It would seem that way from the summary you cited, but the actual FAA Order apparently says otherwise. The original petition for proposed rulemaking (to which I was signatory) made the case that, in those Areas of Operation for which the performance standards are identical between the SP PTS and the PP ACS, there should be no distinction between skills taught under Part 61 Subpart H and Part 61 Subpart K. AFAIK, the final Order enacted that recommendation.



So what hours don’t count?]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-09-01T22:13:19-04:00 2018-09-01T22:13:19-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52889#p52889 <![CDATA[Training :: Re: Cert Advise :: Reply by drseti]]> 2018-09-01T22:32:13-04:00 2018-09-01T22:32:13-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52890#p52890
TimTaylor wrote: I don't think there is any training involved in getting a Sport Pilot certificate that would not apply to getting a Private PIlot certificate,


The issue is not the tasks themselves, but rather the different performance standards for similar maneuvers between the PP ACS and the SP PTS. A couple of examples: one says stall recovery must be demonstrated following a full stall, the other says at the first indication of a stall. In the case of steep turns, one calls for a specific angle of bank, and the other says an overbanking tendency must be observed. These discrepancies will doubtless be resolved in a year or two, when the SP PTS gets replaced by a SP ACS. Until then, prepare for DPEs to not accept training in performance of those specific maneuvers taught by a CFIS as being acceptable when an SP continues on for a PP rating.]]>
TimTaylor wrote: I don't think there is any training involved in getting a Sport Pilot certificate that would not apply to getting a Private PIlot certificate,


The issue is not the tasks themselves, but rather the different performance standards for similar maneuvers between the PP ACS and the SP PTS. A couple of examples: one says stall recovery must be demonstrated following a full stall, the other says at the first indication of a stall. In the case of steep turns, one calls for a specific angle of bank, and the other says an overbanking tendency must be observed. These discrepancies will doubtless be resolved in a year or two, when the SP PTS gets replaced by a SP ACS. Until then, prepare for DPEs to not accept training in performance of those specific maneuvers taught by a CFIS as being acceptable when an SP continues on for a PP rating.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-09-01T23:21:02-04:00 2018-09-01T23:21:02-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52891#p52891 <![CDATA[Training :: Re: Cert Advise :: Reply by drseti]]> 2018-09-02T08:15:43-04:00 2018-09-02T08:15:43-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52893#p52893 <![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-09-02T12:02:59-04:00 2018-09-02T12:02:59-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52897#p52897
drseti wrote:You can get all your training from a Subpart H CFI even if you go for the Sport. This is just a case of caveat emptor.

Of course you can. And there is no worry that some of it might not count. The issue, as you pointed out, is the other way around, and it's not that obvious to a new student who just wants to learn to fly and get a certificate.]]>
drseti wrote:You can get all your training from a Subpart H CFI even if you go for the Sport. This is just a case of caveat emptor.

Of course you can. And there is no worry that some of it might not count. The issue, as you pointed out, is the other way around, and it's not that obvious to a new student who just wants to learn to fly and get a certificate.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-09-02T17:16:40-04:00 2018-09-02T17:16:40-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52903#p52903
How do I go about finding instructors with these specific ratings you guys speak about? I suppose I can call airports to see but was hoping there is a database.]]>

How do I go about finding instructors with these specific ratings you guys speak about? I suppose I can call airports to see but was hoping there is a database.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by 3Dreaming]]> 2018-09-02T18:24:10-04:00 2018-09-02T18:24:10-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52904#p52904
New2me wrote:I was reading a little bit today and reviewed the medical examiner checklist. Back in my early 20's (over 15 yrs ago) I got a dui. Being that this is on the checklist for possible denial makes me a bit concerned. Other than that I don't see a reason to fail the med. Is it possible to get prescreened or talk with an examiner "off the books" so to speak, so I can avoid black listing myself?

How do I go about finding instructors with these specific ratings you guys speak about? I suppose I can call airports to see but was hoping there is a database.


You should be able to find a AME who will do a consult. An other option would be to join AOPA and quiz their staff about it. You might even be able to give the FAA a call and ask them. https://www.faa.gov/licenses_certificat ... n/rfs/agl/]]>
New2me wrote:I was reading a little bit today and reviewed the medical examiner checklist. Back in my early 20's (over 15 yrs ago) I got a dui. Being that this is on the checklist for possible denial makes me a bit concerned. Other than that I don't see a reason to fail the med. Is it possible to get prescreened or talk with an examiner "off the books" so to speak, so I can avoid black listing myself?

How do I go about finding instructors with these specific ratings you guys speak about? I suppose I can call airports to see but was hoping there is a database.


You should be able to find a AME who will do a consult. An other option would be to join AOPA and quiz their staff about it. You might even be able to give the FAA a call and ask them. https://www.faa.gov/licenses_certificat ... n/rfs/agl/]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by TimTaylor]]> 2018-09-02T18:26:01-04:00 2018-09-02T18:26:01-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52905#p52905
I suspect a single dui over 15 years ago is probably not an issue. Multiple dui's would be.]]>

I suspect a single dui over 15 years ago is probably not an issue. Multiple dui's would be.]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-09-03T20:17:20-04:00 2018-09-03T20:17:20-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52919#p52919
The books are:
- Pilots Handbook of Aeronautical Knowledge (FAA-H-8083-25A)
- 2012 Private Pilot Test Prep (ASA-TP-P-12)]]>

The books are:
- Pilots Handbook of Aeronautical Knowledge (FAA-H-8083-25A)
- 2012 Private Pilot Test Prep (ASA-TP-P-12)]]>
<![CDATA[Training :: Re: Cert Advise :: Reply by drseti]]> 2018-09-03T20:42:55-04:00 2018-09-03T20:42:55-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52921#p52921 <![CDATA[Training :: Re: Cert Advise :: Reply by New2me]]> 2018-09-03T22:11:30-04:00 2018-09-03T22:11:30-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5163&p=52922#p52922
drseti wrote:The former is the basic textbook of most flight training curricula, definitely a classic, and still relevant no matter what edition you have or certificate you seek. The latter had better be current, because both FARs and knowledge/practical test special emphasis areas change over time.


Good to know. I'll look for a new book]]>
drseti wrote:The former is the basic textbook of most flight training curricula, definitely a classic, and still relevant no matter what edition you have or certificate you seek. The latter had better be current, because both FARs and knowledge/practical test special emphasis areas change over time.


Good to know. I'll look for a new book]]>
<![CDATA[Training :: Do you know a good ATPL school? :: Author carlapilot]]> 2018-08-27T07:56:52-04:00 2018-08-27T07:56:52-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5159&p=52804#p52804 It's such a hard choice! I am open minded to any place.
I want to avoid low quality cheating schools (who just take your money, without proper training). Please give me some suggestions, how to compare the schools! If you have any personal experience, please let know!
Thank you!]]>
It's such a hard choice! I am open minded to any place.
I want to avoid low quality cheating schools (who just take your money, without proper training). Please give me some suggestions, how to compare the schools! If you have any personal experience, please let know!
Thank you!]]>
<![CDATA[Training :: Re: Do you know a good ATPL school? :: Reply by HAPPYDAN]]> 2018-08-27T12:53:39-04:00 2018-08-27T12:53:39-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5159&p=52812#p52812 <![CDATA[Training :: Re: Do you know a good ATPL school? :: Reply by jarinawoz]]> 2018-09-10T06:18:46-04:00 2018-09-10T06:18:46-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5159&p=52942#p52942 I ask everywhere! more opinion is the better! :D
The main problem is the ground studies ... hard to find a good school. Even Im also opened to travel everywhere in the world...to connect studies with travel and new experience]]>
I ask everywhere! more opinion is the better! :D
The main problem is the ground studies ... hard to find a good school. Even Im also opened to travel everywhere in the world...to connect studies with travel and new experience]]>
<![CDATA[Training :: Re: Do you know a good ATPL school? :: Reply by jarinawoz]]> 2018-09-10T06:21:40-04:00 2018-09-10T06:21:40-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5159&p=52943#p52943 :D
carlapilot wrote:Hi everyone! I've just finished my PPL and I'm looking for a good ATPL school anywhere in Europe...or anywhere in the world to gain experience...
It's such a hard choice! I am open minded to any place.
I want to avoid low quality cheating schools (who just take your money, without proper training). Please give me some suggestions, how to compare the schools! If you have any personal experience, please let know!
Thank you!
]]>
:D
carlapilot wrote:Hi everyone! I've just finished my PPL and I'm looking for a good ATPL school anywhere in Europe...or anywhere in the world to gain experience...
It's such a hard choice! I am open minded to any place.
I want to avoid low quality cheating schools (who just take your money, without proper training). Please give me some suggestions, how to compare the schools! If you have any personal experience, please let know!
Thank you!
]]>
<![CDATA[Training :: Re: Do you know a good ATPL school? :: Reply by drseti]]> 2018-09-10T11:09:01-04:00 2018-09-10T11:09:01-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5159&p=52944#p52944
carlapilot wrote: Please give me some suggestions, how to compare the schools


Carla,
Any reputable flight school should be willing to provude you with references. You can learn much by contacting graduates, and asking not just about their training experiences, but also their career trajectories.]]>
carlapilot wrote: Please give me some suggestions, how to compare the schools


Carla,
Any reputable flight school should be willing to provude you with references. You can learn much by contacting graduates, and asking not just about their training experiences, but also their career trajectories.]]>
<![CDATA[Training :: Re: Do you know a good ATPL school? :: Reply by TimTaylor]]> 2018-09-10T11:19:16-04:00 2018-09-10T11:19:16-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5159&p=52945#p52945 <![CDATA[Training :: Re: Do you know a good ATPL school? :: Reply by 3Dreaming]]> 2018-09-12T00:27:25-04:00 2018-09-12T00:27:25-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5159&p=52956#p52956
TimTaylor wrote:I think you may be premature in looking for an ATP school. In Europe, I think you need 1500 hours and CPL.


Most of the 141 schools have an accelerated ATP program that will let you get it at 1200 hours. To be eligible you enter the program with no more than a private pilot certificate. They don't even want you to have the instrument knowledge test passed.]]>
TimTaylor wrote:I think you may be premature in looking for an ATP school. In Europe, I think you need 1500 hours and CPL.


Most of the 141 schools have an accelerated ATP program that will let you get it at 1200 hours. To be eligible you enter the program with no more than a private pilot certificate. They don't even want you to have the instrument knowledge test passed.]]>
<![CDATA[Training :: Re: Do you know a good ATPL school? :: Reply by TimTaylor]]> 2018-09-12T12:39:41-04:00 2018-09-12T12:39:41-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5159&p=52957#p52957
3Dreaming wrote:
TimTaylor wrote:I think you may be premature in looking for an ATP school. In Europe, I think you need 1500 hours and CPL.


Most of the 141 schools have an accelerated ATP program that will let you get it at 1200 hours. To be eligible you enter the program with no more than a private pilot certificate. They don't even want you to have the instrument knowledge test passed.


How many of those 1200 hours do they provide? Must be terribly expensive.]]>
3Dreaming wrote:
TimTaylor wrote:I think you may be premature in looking for an ATP school. In Europe, I think you need 1500 hours and CPL.


Most of the 141 schools have an accelerated ATP program that will let you get it at 1200 hours. To be eligible you enter the program with no more than a private pilot certificate. They don't even want you to have the instrument knowledge test passed.


How many of those 1200 hours do they provide? Must be terribly expensive.]]>
<![CDATA[Training :: Re: Do you know a good ATPL school? :: Reply by 3Dreaming]]> 2018-09-12T18:13:42-04:00 2018-09-12T18:13:42-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5159&p=52958#p52958
TimTaylor wrote:
3Dreaming wrote:
TimTaylor wrote:I think you may be premature in looking for an ATP school. In Europe, I think you need 1500 hours and CPL.


Most of the 141 schools have an accelerated ATP program that will let you get it at 1200 hours. To be eligible you enter the program with no more than a private pilot certificate. They don't even want you to have the instrument knowledge test passed.


How many of those 1200 hours do they provide? Must be terribly expensive.


I'm not really sure how many hours must be done with them. I think there might be some flexibility in building hours after the commercial.]]>
TimTaylor wrote:
3Dreaming wrote:
TimTaylor wrote:I think you may be premature in looking for an ATP school. In Europe, I think you need 1500 hours and CPL.


Most of the 141 schools have an accelerated ATP program that will let you get it at 1200 hours. To be eligible you enter the program with no more than a private pilot certificate. They don't even want you to have the instrument knowledge test passed.


How many of those 1200 hours do they provide? Must be terribly expensive.


I'm not really sure how many hours must be done with them. I think there might be some flexibility in building hours after the commercial.]]>
<![CDATA[Training :: Sport Pilot transition from Private Pilot Glider :: Author iAlex]]> 2018-09-13T00:56:49-04:00 2018-09-13T00:56:49-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5167&p=52959#p52959
Am I reading the CFR correctly or is there something I am missing?]]>

Am I reading the CFR correctly or is there something I am missing?]]>
<![CDATA[Training :: Re: Sport Pilot transition from Private Pilot Glider :: Reply by 3Dreaming]]> 2018-09-13T12:09:21-04:00 2018-09-13T12:09:21-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5167&p=52960#p52960
I wanted to go the other way. I am a commercial ASEL, CFI. I joined the local glider club with my son and wanted to do a sport pilot glider add on in the clubs ASK-13. The main reason was because there are no examiners in our FSDO area. How ever the club has 2 instructors.

I wound up doing a commercial add on when an examiner was visiting for a vintage glider meet. I am looking to add the glider CFI in the future.]]>

I wanted to go the other way. I am a commercial ASEL, CFI. I joined the local glider club with my son and wanted to do a sport pilot glider add on in the clubs ASK-13. The main reason was because there are no examiners in our FSDO area. How ever the club has 2 instructors.

I wound up doing a commercial add on when an examiner was visiting for a vintage glider meet. I am looking to add the glider CFI in the future.]]>
<![CDATA[Training :: Re: Sport Pilot transition from Private Pilot Glider :: Reply by drseti]]> 2018-09-13T12:21:21-04:00 2018-09-13T12:21:21-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5167&p=52961#p52961 http://www.eaavideo.org/detail/video/3830218310001]]> http://www.eaavideo.org/detail/video/3830218310001]]> <![CDATA[Training :: Re: Sport Pilot transition from Private Pilot Glider :: Reply by TimTaylor]]> 2018-09-13T16:28:44-04:00 2018-09-13T16:28:44-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5167&p=52962#p52962 <![CDATA[Training :: How to do engine-out in Zenith 601? :: Author rezaf_2000]]> 2018-08-21T02:22:29-04:00 2018-08-21T02:22:29-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52727#p52727
I was an active member of this forum a couple years ago. Long story short, I'm now the proud owner of a Zenith 601 HDS, along with two friends. It's a nice experimental plane, rather similar to many LSAs with a Rotax 912 ULS engine. Here's the spec sheet for the kit: http://www.zenithair.com/zodiac/601-hds.html

Here's my question. The 601 HDS has what Zenith calls speed wings, short chubby wings without flaps. Since it doesn't have flaps, it stalls a bit fast at about 58 mph, and subsequently lands a bit fast too. My best final approach speed is 1.3 VS0, or 75 mph.

The 100hp engine is more than enough to make it a lively plane. However, at idle power, the plane has excessive descent speed of 800 fpm, maybe even 1000 fpm. As a result, I now keep about 3300-3500 RPM on the short final up to touch down, getting a nice 500 fpm rate of descent, and subsequently I get nice greaser landings.

But I have concern about the right technique to land it in an engine-out situation. What is the right procedure to land draggy planes that don't have flaps? When I cut the engine at pattern altitude, it drops like a stone, and I usually end up adding a touch of power to reduce the descent rate. Should I just have the fate that even a 1000 fpm descent can be stopped with the right amount of flare?]]>

I was an active member of this forum a couple years ago. Long story short, I'm now the proud owner of a Zenith 601 HDS, along with two friends. It's a nice experimental plane, rather similar to many LSAs with a Rotax 912 ULS engine. Here's the spec sheet for the kit: http://www.zenithair.com/zodiac/601-hds.html

Here's my question. The 601 HDS has what Zenith calls speed wings, short chubby wings without flaps. Since it doesn't have flaps, it stalls a bit fast at about 58 mph, and subsequently lands a bit fast too. My best final approach speed is 1.3 VS0, or 75 mph.

The 100hp engine is more than enough to make it a lively plane. However, at idle power, the plane has excessive descent speed of 800 fpm, maybe even 1000 fpm. As a result, I now keep about 3300-3500 RPM on the short final up to touch down, getting a nice 500 fpm rate of descent, and subsequently I get nice greaser landings.

But I have concern about the right technique to land it in an engine-out situation. What is the right procedure to land draggy planes that don't have flaps? When I cut the engine at pattern altitude, it drops like a stone, and I usually end up adding a touch of power to reduce the descent rate. Should I just have the fate that even a 1000 fpm descent can be stopped with the right amount of flare?]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by FastEddieB]]> 2018-08-21T14:51:58-04:00 2018-08-21T14:51:58-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52732#p52732
I’d suggest finding a CFI with experience in a wide variety of planes and figuring out the best way to land your plane from a glide. Regardless of your high rate of descent, the key will still be energy management and timing the roundout and flare to arrive in ground effect with the energy to hold it off and land at approximately stall speed.

Let us know how it goes - with video if possible!]]>

I’d suggest finding a CFI with experience in a wide variety of planes and figuring out the best way to land your plane from a glide. Regardless of your high rate of descent, the key will still be energy management and timing the roundout and flare to arrive in ground effect with the energy to hold it off and land at approximately stall speed.

Let us know how it goes - with video if possible!]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by TimTaylor]]> 2018-08-21T15:35:49-04:00 2018-08-21T15:35:49-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52733#p52733 <![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by Wm.Ince]]> 2018-08-21T20:22:59-04:00 2018-08-21T20:48:33-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52735#p52735
TimTaylor wrote:You might even want to drop the nose on short final to pick up a little more airspeed before you level off and then flare.

Original post deleted. My mistake, the "engine out" scenario is noted.
I concur with your post above, if a higher rate of descent is acceptable. It's a judgment call.]]>
TimTaylor wrote:You might even want to drop the nose on short final to pick up a little more airspeed before you level off and then flare.

Original post deleted. My mistake, the "engine out" scenario is noted.
I concur with your post above, if a higher rate of descent is acceptable. It's a judgment call.]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by TimTaylor]]> 2018-08-21T20:33:26-04:00 2018-08-21T20:33:26-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52736#p52736 <![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by Wm.Ince]]> 2018-08-21T20:52:10-04:00 2018-08-21T20:52:10-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52738#p52738
TimTaylor wrote:If you have engine failure you can't add power. Your only choice is to drop the nose to get the aircraft up to an acceptable airspeed. Nobody said drop the nose when 10 feet off the ground. Obviously, you need sufficient altitude. This is actually normal procedure for many ultralights.

Concur . . . although, I have no experience with ultralights.]]>
TimTaylor wrote:If you have engine failure you can't add power. Your only choice is to drop the nose to get the aircraft up to an acceptable airspeed. Nobody said drop the nose when 10 feet off the ground. Obviously, you need sufficient altitude. This is actually normal procedure for many ultralights.

Concur . . . although, I have no experience with ultralights.]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by MrMorden]]> 2018-08-22T15:52:34-04:00 2018-08-22T15:52:34-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52751#p52751
rezaf_2000 wrote:Hi guys,

I was an active member of this forum a couple years ago. Long story short, I'm now the proud owner of a Zenith 601 HDS, along with two friends. It's a nice experimental plane, rather similar to many LSAs with a Rotax 912 ULS engine.


My understanding is that the 601 HD is an LSA, but the 601 HDS is not, because it stalls too fast. The S indicates a short wing compared to the HD.]]>
rezaf_2000 wrote:Hi guys,

I was an active member of this forum a couple years ago. Long story short, I'm now the proud owner of a Zenith 601 HDS, along with two friends. It's a nice experimental plane, rather similar to many LSAs with a Rotax 912 ULS engine.


My understanding is that the 601 HD is an LSA, but the 601 HDS is not, because it stalls too fast. The S indicates a short wing compared to the HD.]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by Jim Hardin]]> 2018-08-23T18:43:49-04:00 2018-08-23T18:43:49-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52762#p52762
For it to be an LSA, Max stall speed is 51 mph or 45 kts CAS. The Zenith web page is a little vague about it... They list 48 and 54 but do not specify mph or kts... Nor do they state if it is CAS. These are for the HDS.

Another approach speed to consider is your Vy, best climb speed. It will be within a knot or two of your best glide speed.]]>

For it to be an LSA, Max stall speed is 51 mph or 45 kts CAS. The Zenith web page is a little vague about it... They list 48 and 54 but do not specify mph or kts... Nor do they state if it is CAS. These are for the HDS.

Another approach speed to consider is your Vy, best climb speed. It will be within a knot or two of your best glide speed.]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by 3Dreaming]]> 2018-08-23T19:57:40-04:00 2018-08-23T19:57:40-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52763#p52763
MrMorden wrote:
rezaf_2000 wrote:Hi guys,

I was an active member of this forum a couple years ago. Long story short, I'm now the proud owner of a Zenith 601 HDS, along with two friends. It's a nice experimental plane, rather similar to many LSAs with a Rotax 912 ULS engine.


My understanding is that the 601 HD is an LSA, but the 601 HDS is not, because it stalls too fast. The S indicates a short wing compared to the HD.


I didn't get the impression that he was implying that it was a LSA.]]>
MrMorden wrote:
rezaf_2000 wrote:Hi guys,

I was an active member of this forum a couple years ago. Long story short, I'm now the proud owner of a Zenith 601 HDS, along with two friends. It's a nice experimental plane, rather similar to many LSAs with a Rotax 912 ULS engine.


My understanding is that the 601 HD is an LSA, but the 601 HDS is not, because it stalls too fast. The S indicates a short wing compared to the HD.


I didn't get the impression that he was implying that it was a LSA.]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by Scooper]]> 2018-09-10T18:30:37-04:00 2018-09-10T18:30:37-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52946#p52946
EAA Test Flight Card, Best Glide Speed
http://www.eaahighriver.org/sites/default/files/docs/HomeBuilding/BuildingPt19.pdf

The Best Glide Speed can be described as the least altitude lost per distance traveled. If we lose power, and set up our best glide speed, it will give us the greatest horizontal distance that we can travel and hopefully our best chance of selecting an appropriate off-airport landing site should it become necessary.

We will work with three parameters time, distance, and indicated airspeed (KIAS), and determine the loss in altitude over a set distance in a set time period. The test is simple, and the reduction of the data involves several simple steps to provide a single useful airspeed for our best glide distance.


Jack's previous article about pitot static and IAS check is at http://www.eaahighriver.org/sites/default/files/docs/HomeBuilding/BuildingPt18.pdf]]>

EAA Test Flight Card, Best Glide Speed
http://www.eaahighriver.org/sites/default/files/docs/HomeBuilding/BuildingPt19.pdf

The Best Glide Speed can be described as the least altitude lost per distance traveled. If we lose power, and set up our best glide speed, it will give us the greatest horizontal distance that we can travel and hopefully our best chance of selecting an appropriate off-airport landing site should it become necessary.

We will work with three parameters time, distance, and indicated airspeed (KIAS), and determine the loss in altitude over a set distance in a set time period. The test is simple, and the reduction of the data involves several simple steps to provide a single useful airspeed for our best glide distance.


Jack's previous article about pitot static and IAS check is at http://www.eaahighriver.org/sites/default/files/docs/HomeBuilding/BuildingPt18.pdf]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by Scooper]]> 2018-09-11T10:36:58-04:00 2018-09-11T10:36:58-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52947#p52947 <![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by drseti]]> 2018-09-11T12:55:44-04:00 2018-09-11T12:55:44-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52948#p52948 <![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by Scooper]]> 2018-09-11T13:16:56-04:00 2018-09-11T13:16:56-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52949#p52949
drseti wrote:The third useless thing in aviation is fuel on the ground. Often, that is the cause leading to one of the other useless things (altitude above you).

Excellent point! :wink:]]>
drseti wrote:The third useless thing in aviation is fuel on the ground. Often, that is the cause leading to one of the other useless things (altitude above you).

Excellent point! :wink:]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by MrMorden]]> 2018-09-11T14:37:27-04:00 2018-09-11T14:37:27-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52950#p52950
3Dreaming wrote:I didn't get the impression that he was implying that it was a LSA.


I assume that most folks on a board called "sportpilottalk" are either SPs or PPs flying under SP privileges. Not an absolute of course, but I think generally correct. Just pointing it out in case the owner thought the airplane is something it isn't.]]>
3Dreaming wrote:I didn't get the impression that he was implying that it was a LSA.


I assume that most folks on a board called "sportpilottalk" are either SPs or PPs flying under SP privileges. Not an absolute of course, but I think generally correct. Just pointing it out in case the owner thought the airplane is something it isn't.]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by TimTaylor]]> 2018-09-11T15:21:37-04:00 2018-09-11T15:21:37-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52951#p52951 <![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by drseti]]> 2018-09-11T15:37:26-04:00 2018-09-11T15:37:26-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52952#p52952 ]]> ]]> <![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by Warmi]]> 2018-09-11T16:33:51-04:00 2018-09-11T16:33:51-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52953#p52953
Scooper wrote:My first CFI told me that the two most useless things to a pilot are runway behind you and altitude above you. Trim for best glide speed, and if you're too high when approaching for landing, you can always slip to lose altitude (even if you don't have flaps) once you know you're going to make it to the runway or off-airport landing area.


We all know ( or at least should know ) these basic principles and required actions ... I think , in emergency, it really all comes down to personal factors that make certain people respond with calmness aduring high stress situations and others not - coupled with a lot of training ( muscle memory) of course, but ultimately, just like with military , special forces training or whatever - there is no guarantees and you won’t know how you gonna react until it happens - sure lots of training makes difference statistically but it is not everything.
I hope it never happens for me but if it does. I really hope I will not panic ...]]>
Scooper wrote:My first CFI told me that the two most useless things to a pilot are runway behind you and altitude above you. Trim for best glide speed, and if you're too high when approaching for landing, you can always slip to lose altitude (even if you don't have flaps) once you know you're going to make it to the runway or off-airport landing area.


We all know ( or at least should know ) these basic principles and required actions ... I think , in emergency, it really all comes down to personal factors that make certain people respond with calmness aduring high stress situations and others not - coupled with a lot of training ( muscle memory) of course, but ultimately, just like with military , special forces training or whatever - there is no guarantees and you won’t know how you gonna react until it happens - sure lots of training makes difference statistically but it is not everything.
I hope it never happens for me but if it does. I really hope I will not panic ...]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by TimTaylor]]> 2018-09-11T19:59:20-04:00 2018-09-11T19:59:20-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52954#p52954 <![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by Warmi]]> 2018-09-11T21:04:50-04:00 2018-09-11T21:04:50-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52955#p52955
Never had that kind of moment yet, hopefully never will ..]]>

Never had that kind of moment yet, hopefully never will ..]]>
<![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by Jim Hardin]]> 2018-09-14T09:05:25-04:00 2018-09-14T09:05:25-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52964#p52964 ]]> ]]> <![CDATA[Training :: Re: How to do engine-out in Zenith 601? :: Reply by drseti]]> 2018-09-14T09:19:53-04:00 2018-09-14T09:19:53-04:00 http://sportpilottalk.com/viewtopic.php?f=4&t=5153&p=52965#p52965
In the movie version, Eastwood had the actor say "oh damn!" To preserve the PG rating.]]>

In the movie version, Eastwood had the actor say "oh damn!" To preserve the PG rating.]]>
<![CDATA[Medical Issues :: Weight Loss :: Author TimTaylor]]> 2018-09-01T14:14:07-04:00 2018-09-01T14:14:07-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5164&p=52883#p52883
Finally, deciding I need to do something, I have lost 8 pounds over the past two months. I am doing the routine where you eat for 8 hours and fast for 16 hours. Believe it or not, this seems to work. I don't normally get out of bed before around 11 am and drink black coffee and catch up on email, etc. I eat breakfast at noon (cereal) and then, nothing after 8 pm. For snacks, I'm eating fruit instead of junk food and my wife cooks a good balanced meal for dinner.

This seems like an easy and healthy way to lose some weight and I'm just throwing this out there because I know I'm not the only one here who is leaving fuel behind so as not to exceed 1320 pounds when flying with a passenger. My son-in-law is having good success with this same "diet."]]>

Finally, deciding I need to do something, I have lost 8 pounds over the past two months. I am doing the routine where you eat for 8 hours and fast for 16 hours. Believe it or not, this seems to work. I don't normally get out of bed before around 11 am and drink black coffee and catch up on email, etc. I eat breakfast at noon (cereal) and then, nothing after 8 pm. For snacks, I'm eating fruit instead of junk food and my wife cooks a good balanced meal for dinner.

This seems like an easy and healthy way to lose some weight and I'm just throwing this out there because I know I'm not the only one here who is leaving fuel behind so as not to exceed 1320 pounds when flying with a passenger. My son-in-law is having good success with this same "diet."]]>
<![CDATA[Medical Issues :: Re: Weight Loss :: Reply by 3Dreaming]]> 2018-09-02T13:10:30-04:00 2018-09-02T13:10:30-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5164&p=52901#p52901 <![CDATA[Medical Issues :: Basic Med gray area :: Author Merlinspop]]> 2018-08-22T12:43:21-04:00 2018-08-22T12:43:21-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52742#p52742
Last medical issued 4/2003 when I was 39, so it was valid through 4/2008.

One FAA page says a pilot has to have a medical “valid after” July 15, 2006. If this is correct, I’m eligible.

The AC 68-1 says “issued after” July 15, 2006. If this is correct, I’m not eligible.

Has anyone got something I can firmly stand on? The guy at AOPA I talked to says their position is “valid after” is correct.

Bruce]]>

Last medical issued 4/2003 when I was 39, so it was valid through 4/2008.

One FAA page says a pilot has to have a medical “valid after” July 15, 2006. If this is correct, I’m eligible.

The AC 68-1 says “issued after” July 15, 2006. If this is correct, I’m not eligible.

Has anyone got something I can firmly stand on? The guy at AOPA I talked to says their position is “valid after” is correct.

Bruce]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by TimTaylor]]> 2018-08-22T12:56:43-04:00 2018-08-22T12:56:43-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52743#p52743
In my case, my 2nd class medical expired (no longer valid) after 5/31/06, so I missed out by 45 days. Bummer.]]>

In my case, my 2nd class medical expired (no longer valid) after 5/31/06, so I missed out by 45 days. Bummer.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Merlinspop]]> 2018-08-22T13:17:08-04:00 2018-08-22T13:17:08-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52744#p52744
TimTaylor wrote:You must have held a valid FAA medical certificate within the 10 year look-back period from when Basic Med was signed into law 7/15/16. So, if your medical certificate was valid on 7/16/06 or after, you qualify for Basic Med unless there is some other problem that people will bring up to prove I'm wrong. It's not based on when you had your physical except as that determines the expiration date of your valid medical certificate.

It looks like you agree with AOPA (and me, but clearly that is to my benefit).
I had previously thought it was a 24 month expiration since I turned 40, but the language is pretty clear that the duration of the medical is based on "at the time of issue" and I was 39, which would make it 60 months, meaning it was valid until 4/2008.

AOPA wrote me back and quoted FAR 61.23 (3) (i) (B)...

A person using a U.S. driver's license to meet the requirements of paragraph (c) while operating under the conditions and limitations of § 61.113(i) must meet the following requirements -

(i) The person must -

(B) At any point after July 14, 2006, have held a medical certificate issued under part 67 of this chapter;

Since my medical was valid, I'm deemed to have held it in compliance with the above.]]>
TimTaylor wrote:You must have held a valid FAA medical certificate within the 10 year look-back period from when Basic Med was signed into law 7/15/16. So, if your medical certificate was valid on 7/16/06 or after, you qualify for Basic Med unless there is some other problem that people will bring up to prove I'm wrong. It's not based on when you had your physical except as that determines the expiration date of your valid medical certificate.

It looks like you agree with AOPA (and me, but clearly that is to my benefit).
I had previously thought it was a 24 month expiration since I turned 40, but the language is pretty clear that the duration of the medical is based on "at the time of issue" and I was 39, which would make it 60 months, meaning it was valid until 4/2008.

AOPA wrote me back and quoted FAR 61.23 (3) (i) (B)...

A person using a U.S. driver's license to meet the requirements of paragraph (c) while operating under the conditions and limitations of § 61.113(i) must meet the following requirements -

(i) The person must -

(B) At any point after July 14, 2006, have held a medical certificate issued under part 67 of this chapter;

Since my medical was valid, I'm deemed to have held it in compliance with the above.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by TimTaylor]]> 2018-08-22T13:34:39-04:00 2018-08-22T13:34:39-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52746#p52746 <![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Merlinspop]]> 2018-08-22T13:38:30-04:00 2018-08-22T13:38:30-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52747#p52747
TimTaylor wrote:This is not a grey area. That's the law as written.

I called it gray because of the way the FAA contradicted itself.]]>
TimTaylor wrote:This is not a grey area. That's the law as written.

I called it gray because of the way the FAA contradicted itself.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by TimTaylor]]> 2018-08-22T13:51:55-04:00 2018-08-22T13:51:55-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52748#p52748
Merlinspop wrote:
TimTaylor wrote:This is not a grey area. That's the law as written.

I called it gray because of the way the FAA contradicted itself.


Yes, even they can get balled up at times. It's just a person stating what they think it says when that's not at all what it says.]]>
Merlinspop wrote:
TimTaylor wrote:This is not a grey area. That's the law as written.

I called it gray because of the way the FAA contradicted itself.


Yes, even they can get balled up at times. It's just a person stating what they think it says when that's not at all what it says.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Merlinspop]]> 2018-08-22T14:02:39-04:00 2018-08-22T14:02:39-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52749#p52749
TimTaylor wrote:Yes, even they can get balled up at times. It's just a person stating what they think it says when that's not at all what it says.

True, and I get that people are human (I make plenty of mistakes to prove that old adage), but getting that wrong in the AC seems like something that should have been caught before publication. Glad it worked out in my favor... I might be shopping for a Pacer soon. Or a Cherokee 180. Or...]]>
TimTaylor wrote:Yes, even they can get balled up at times. It's just a person stating what they think it says when that's not at all what it says.

True, and I get that people are human (I make plenty of mistakes to prove that old adage), but getting that wrong in the AC seems like something that should have been caught before publication. Glad it worked out in my favor... I might be shopping for a Pacer soon. Or a Cherokee 180. Or...]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by TimTaylor]]> 2018-08-22T14:08:01-04:00 2018-08-22T14:08:01-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52750#p52750 <![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Merlinspop]]> 2018-08-22T16:37:30-04:00 2018-08-22T16:37:30-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52753#p52753
So... my medical was issued 4/2003 and I was under the age of 40. BUT... at that time, the “Under 40” valid time was only 36 months taking me to 4/2006. The FAA didn’t change THAT to 60 months until July of 2008. I didn’t have a valid medical after July 15, 2006. Missed it by 3 months.]]>

So... my medical was issued 4/2003 and I was under the age of 40. BUT... at that time, the “Under 40” valid time was only 36 months taking me to 4/2006. The FAA didn’t change THAT to 60 months until July of 2008. I didn’t have a valid medical after July 15, 2006. Missed it by 3 months.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by TimTaylor]]> 2018-08-22T16:46:04-04:00 2018-08-22T16:46:04-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52754#p52754 <![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Scooper]]> 2018-08-23T13:46:08-04:00 2018-08-23T13:46:08-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52759#p52759
Merlinspop wrote:If you’re a college football fan, play Lee Corso saying “Not so fast, my friend” in your head right now.

So... my medical was issued 4/2003 and I was under the age of 40. BUT... at that time, the “Under 40” valid time was only 36 months taking me to 4/2006. The FAA didn’t change THAT to 60 months until July of 2008. I didn’t have a valid medical after July 15, 2006. Missed it by 3 months.

Bruce, if you're able to get a 3rd class special issuance medical now, you can use that to qualify for BasicMed. Once you have the 3rd class SI, take the BasicMed online course, complete the CMEC and physical exam, and then just let the special issuance 3rd class medical lapse.]]>
Merlinspop wrote:If you’re a college football fan, play Lee Corso saying “Not so fast, my friend” in your head right now.

So... my medical was issued 4/2003 and I was under the age of 40. BUT... at that time, the “Under 40” valid time was only 36 months taking me to 4/2006. The FAA didn’t change THAT to 60 months until July of 2008. I didn’t have a valid medical after July 15, 2006. Missed it by 3 months.

Bruce, if you're able to get a 3rd class special issuance medical now, you can use that to qualify for BasicMed. Once you have the 3rd class SI, take the BasicMed online course, complete the CMEC and physical exam, and then just let the special issuance 3rd class medical lapse.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Merlinspop]]> 2018-08-23T16:22:07-04:00 2018-08-23T16:22:07-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52760#p52760
Scooper wrote:
Merlinspop wrote:If you’re a college football fan, play Lee Corso saying “Not so fast, my friend” in your head right now.

So... my medical was issued 4/2003 and I was under the age of 40. BUT... at that time, the “Under 40” valid time was only 36 months taking me to 4/2006. The FAA didn’t change THAT to 60 months until July of 2008. I didn’t have a valid medical after July 15, 2006. Missed it by 3 months.

Bruce, if you're able to get a 3rd class special issuance medical now, you can use that to qualify for BasicMed. Once you have the 3rd class SI, take the BasicMed online course, complete the CMEC and physical exam, and then just let the special issuance 3rd class medical lapse.

Absolutely, and I'll likely go that route. While the eventual outcome has a decent probability of being positive, I'm looking at 5-10 AMUs worth of testing to prove I don't have certain residual symptoms that won't be covered by my health insurance (unless I tell my doctor that I have those symptoms, which in turn would make the SI much less likely (the "Catch-22" of trying to prove a negative)).]]>
Scooper wrote:
Merlinspop wrote:If you’re a college football fan, play Lee Corso saying “Not so fast, my friend” in your head right now.

So... my medical was issued 4/2003 and I was under the age of 40. BUT... at that time, the “Under 40” valid time was only 36 months taking me to 4/2006. The FAA didn’t change THAT to 60 months until July of 2008. I didn’t have a valid medical after July 15, 2006. Missed it by 3 months.

Bruce, if you're able to get a 3rd class special issuance medical now, you can use that to qualify for BasicMed. Once you have the 3rd class SI, take the BasicMed online course, complete the CMEC and physical exam, and then just let the special issuance 3rd class medical lapse.

Absolutely, and I'll likely go that route. While the eventual outcome has a decent probability of being positive, I'm looking at 5-10 AMUs worth of testing to prove I don't have certain residual symptoms that won't be covered by my health insurance (unless I tell my doctor that I have those symptoms, which in turn would make the SI much less likely (the "Catch-22" of trying to prove a negative)).]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Scooper]]> 2018-08-23T18:19:31-04:00 2018-08-23T18:19:31-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52761#p52761
Merlinspop wrote:Absolutely, and I'll likely go that route. While the eventual outcome has a decent probability of being positive, I'm looking at 5-10 AMUs worth of testing to prove I don't have certain residual symptoms that won't be covered by my health insurance (unless I tell my doctor that I have those symptoms, which in turn would make the SI much less likely (the "Catch-22" of trying to prove a negative)).

I can certainly sympathize; the testing for my special issuance was costing a couple of thousand dollars every two years and that expense is the main reason I decided to fly as a sport pilot using my driver license. Fortunately, my SI 3rd class was valid through September, 2006, so I squeaked in under the ten year lookback for BasicMed.]]>
Merlinspop wrote:Absolutely, and I'll likely go that route. While the eventual outcome has a decent probability of being positive, I'm looking at 5-10 AMUs worth of testing to prove I don't have certain residual symptoms that won't be covered by my health insurance (unless I tell my doctor that I have those symptoms, which in turn would make the SI much less likely (the "Catch-22" of trying to prove a negative)).

I can certainly sympathize; the testing for my special issuance was costing a couple of thousand dollars every two years and that expense is the main reason I decided to fly as a sport pilot using my driver license. Fortunately, my SI 3rd class was valid through September, 2006, so I squeaked in under the ten year lookback for BasicMed.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Merlinspop]]> 2018-08-31T12:31:48-04:00 2018-08-31T12:31:48-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52858#p52858 I had visited a local AME who has a good reputation for working with pilots who have issues in late July for a consultation. Talked to him about 2 issues of concern (I'll keep them off the public forum for now). He said neither will present a big problem, but will require him to defer to the regional office. He did say that it'd be a big help if I could get my GP to write a statement saying that in the DECADE since the last of the two issues that I haven't presented with any symptoms (which I haven't... I know I'm very fortunate in that regard). So I called her office and she had an open appointment so I ran right over. Holy Cow! When I told her what the AME asked for you'd think I handed her a live rattlesnake! "Oh, I can't possibly do that!" "I can't expose myself to that kind of liability when you crash!" "Flying isn't like driving a school bus" (she does a gazillion CDL physicals). She said she might consider writing the statement if I get her all the records from hospital stays and all the follow ups with specialists (why she was never interested in getting any of those records at the time of the events is the topic of a future, and final, conversation with her).

So, I spent the last month gathering up everything from every hospital stay and doctor I've seen in the last 10+ years (I know, I should have had my own copies of everything already; trust me, I will from now on!). Last Saturday, I did the MedXpress and went to the AME "officially." He went through everything and flagged pages that he thought would be helpful and then conducted the exam. Passed his part, but of course had to defer the issuance to New York. I scanned everything he asked for and sent them in. NY cleared me of one issue and asked for only a couple of tests (which should be ~$500, so not too bad at all in the grand scheme of things) for the other issue. Now I have appointments for the tests (unfortunately there's a wait due to scheduling). IF the test results are good, and I have no reason to suspect otherwise, it looks like I'll get my medical after all.

And a new GP who is willing to entertain BasicMed in 2 years.]]>
I had visited a local AME who has a good reputation for working with pilots who have issues in late July for a consultation. Talked to him about 2 issues of concern (I'll keep them off the public forum for now). He said neither will present a big problem, but will require him to defer to the regional office. He did say that it'd be a big help if I could get my GP to write a statement saying that in the DECADE since the last of the two issues that I haven't presented with any symptoms (which I haven't... I know I'm very fortunate in that regard). So I called her office and she had an open appointment so I ran right over. Holy Cow! When I told her what the AME asked for you'd think I handed her a live rattlesnake! "Oh, I can't possibly do that!" "I can't expose myself to that kind of liability when you crash!" "Flying isn't like driving a school bus" (she does a gazillion CDL physicals). She said she might consider writing the statement if I get her all the records from hospital stays and all the follow ups with specialists (why she was never interested in getting any of those records at the time of the events is the topic of a future, and final, conversation with her).

So, I spent the last month gathering up everything from every hospital stay and doctor I've seen in the last 10+ years (I know, I should have had my own copies of everything already; trust me, I will from now on!). Last Saturday, I did the MedXpress and went to the AME "officially." He went through everything and flagged pages that he thought would be helpful and then conducted the exam. Passed his part, but of course had to defer the issuance to New York. I scanned everything he asked for and sent them in. NY cleared me of one issue and asked for only a couple of tests (which should be ~$500, so not too bad at all in the grand scheme of things) for the other issue. Now I have appointments for the tests (unfortunately there's a wait due to scheduling). IF the test results are good, and I have no reason to suspect otherwise, it looks like I'll get my medical after all.

And a new GP who is willing to entertain BasicMed in 2 years.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by ShawnM]]> 2018-09-01T11:27:45-04:00 2018-09-01T11:27:45-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52880#p52880

That's a lot of work for a medical Bruce but good luck.]]>


That's a lot of work for a medical Bruce but good luck.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Merlinspop]]> 2018-09-01T12:45:30-04:00 2018-09-01T12:45:30-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52882#p52882 <![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by ShawnM]]> 2018-09-02T07:45:25-04:00 2018-09-02T07:45:25-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52892#p52892
Merlinspop wrote:Yeah, I know, Shawn. I’d say it’s been a huge headache, but that’d be a red flag from one of the events (hint, if you wreck a motorcycle, do try not to land on your head and take a nap on the roadside)! And since I’m now “all in” on the process, failure also slams the Sport Pilot door.


It certainly sounds like you don’t need any more red flags. :mrgreen: (hint, motorcycles are dangerous) I had no idea failure would close the door all together, including SP. That’s a sad thought for sure. Reading stories of what some people have to do just to keep flying makes me more aware of my health and a reason to stay healthy.

People are sometimes asked what’s your most valuable asset, the ONLY answer should be “my health”. Without it, nothing else matters.

Take care of yourself and again good luck with everything. Please keep us posted.]]>
Merlinspop wrote:Yeah, I know, Shawn. I’d say it’s been a huge headache, but that’d be a red flag from one of the events (hint, if you wreck a motorcycle, do try not to land on your head and take a nap on the roadside)! And since I’m now “all in” on the process, failure also slams the Sport Pilot door.


It certainly sounds like you don’t need any more red flags. :mrgreen: (hint, motorcycles are dangerous) I had no idea failure would close the door all together, including SP. That’s a sad thought for sure. Reading stories of what some people have to do just to keep flying makes me more aware of my health and a reason to stay healthy.

People are sometimes asked what’s your most valuable asset, the ONLY answer should be “my health”. Without it, nothing else matters.

Take care of yourself and again good luck with everything. Please keep us posted.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by TimTaylor]]> 2018-09-02T12:05:51-04:00 2018-09-02T12:53:17-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52898#p52898
As someone who knows, your health is not the most important thing. Having people you love and who love you is more important. Nobody is going to live forever. Also, living a life of honor, character, and honesty, something that seems to be "out of style" right now.]]>

As someone who knows, your health is not the most important thing. Having people you love and who love you is more important. Nobody is going to live forever. Also, living a life of honor, character, and honesty, something that seems to be "out of style" right now.]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by ShawnM]]> 2018-09-02T12:52:50-04:00 2018-09-02T12:52:50-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52899#p52899
TimTaylor wrote:As someone who knows, your health is not the most important thing. Having people you love and who love you is more important.


Yes Tim those "things" are important but I'm talking "assets". It's not your house, car, portfolio or your plane, it's your health. Without good health you are sacrificing days and even years of your life to enjoy the things you love and spending time with those you love and those who love you. Look at the big picture here. In fact, most take it for granted and neglect it when it needs everyday attention.

No one's talking about living forever but dont you want to maximize that time with loved ones?

Being healthy is a prerequisite for a meaningful life. We cannot be productive or contribute to the world, we cannot be there for our loved ones and we cannot have fulfilling experiences if we are burdened by illness and/or disease.

How many people say "I wish I had more time?" The only thing that can get you that time is your health.

I should know better by know than to engage you in conversation but my point is if you dont take care of yourself and maintain good health you won't be around to enjoy those loved ones, will you?]]>
TimTaylor wrote:As someone who knows, your health is not the most important thing. Having people you love and who love you is more important.


Yes Tim those "things" are important but I'm talking "assets". It's not your house, car, portfolio or your plane, it's your health. Without good health you are sacrificing days and even years of your life to enjoy the things you love and spending time with those you love and those who love you. Look at the big picture here. In fact, most take it for granted and neglect it when it needs everyday attention.

No one's talking about living forever but dont you want to maximize that time with loved ones?

Being healthy is a prerequisite for a meaningful life. We cannot be productive or contribute to the world, we cannot be there for our loved ones and we cannot have fulfilling experiences if we are burdened by illness and/or disease.

How many people say "I wish I had more time?" The only thing that can get you that time is your health.

I should know better by know than to engage you in conversation but my point is if you dont take care of yourself and maintain good health you won't be around to enjoy those loved ones, will you?]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by Warmi]]> 2018-09-02T13:03:58-04:00 2018-09-02T13:03:58-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52900#p52900

And to celebrate my (limited) time on this planet, what's better than an early morning flight along the lake culminating with a successful "fuel run" at KPPO ( Swift UL 94 for $4.1 )

flight.jpg

Attachments



flight.jpg (105.07 KiB)


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And to celebrate my (limited) time on this planet, what's better than an early morning flight along the lake culminating with a successful "fuel run" at KPPO ( Swift UL 94 for $4.1 )

flight.jpg

Attachments



flight.jpg (105.07 KiB)


]]>
<![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by TimTaylor]]> 2018-09-02T13:13:06-04:00 2018-09-02T13:13:06-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52902#p52902 <![CDATA[Medical Issues :: Re: Basic Med gray area :: Reply by ShawnM]]> 2018-09-03T11:59:28-04:00 2018-09-03T11:59:28-04:00 http://sportpilottalk.com/viewtopic.php?f=28&t=5154&p=52917#p52917
We can get Swift fuel in Sebring also. :mrgreen:]]>

We can get Swift fuel in Sebring also. :mrgreen:]]>
<![CDATA[Ask The Mechanic :: Re: Having issues with a 2 liter boxer engine. :: Reply by 914Driver]]> 2018-08-20T08:45:16-04:00 2018-08-20T08:45:16-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5141&p=52716#p52716
Dan]]>

Dan]]>
<![CDATA[Ask The Mechanic :: Re: Having issues with a 2 liter boxer engine. :: Reply by 3Dreaming]]> 2018-08-20T09:56:32-04:00 2018-08-20T09:56:32-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5141&p=52717#p52717 <![CDATA[Ask The Mechanic :: Re: Having issues with a 2 liter boxer engine. :: Reply by chicagorandy]]> 2018-08-20T11:06:39-04:00 2018-08-20T11:06:39-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5141&p=52718#p52718 <![CDATA[Ask The Mechanic :: Re: Having issues with a 2 liter boxer engine. :: Reply by 914Driver]]> 2018-08-21T16:54:57-04:00 2018-08-21T16:54:57-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5141&p=52734#p52734
Aircraft is a Grob 109 motorglider. I pulled the carbs, cleaned and reinstalled them. Only went to 1500 RPM! I pulled the spark plugs and the two on the port side are not firing at all. Time to learn about magnetos. (magnetoes?)
Image]]>

Aircraft is a Grob 109 motorglider. I pulled the carbs, cleaned and reinstalled them. Only went to 1500 RPM! I pulled the spark plugs and the two on the port side are not firing at all. Time to learn about magnetos. (magnetoes?)
Image]]>
<![CDATA[Ask The Mechanic :: Re: Having issues with a 2 liter boxer engine. :: Reply by 3Dreaming]]> 2018-08-21T20:40:13-04:00 2018-08-21T20:40:13-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5141&p=52737#p52737 <![CDATA[Ask The Mechanic :: Re: Having issues with a 2 liter boxer engine. :: Reply by 914Driver]]> 2018-08-22T08:13:58-04:00 2018-08-22T08:13:58-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5141&p=52741#p52741
Link to a video: https://www.dropbox.com/s/h85rh8znh21vbu5/California%20Heavens%20%28low%20res%29.m4v?dl=0]]>

Link to a video: https://www.dropbox.com/s/h85rh8znh21vbu5/California%20Heavens%20%28low%20res%29.m4v?dl=0]]>
<![CDATA[Ask The Mechanic :: Re: Having issues with a 2 liter boxer engine. :: Reply by 914Driver]]> 2018-08-25T09:29:17-04:00 2018-08-25T09:29:17-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5141&p=52785#p52785 Update:
I pulled the plugs, the ones on the starboard side were slightly sooty; the port side two had raw gas. No fire. I turned on the ignition and rotated the prop while grounding one plug at a time. The two on the starboard side showed a blue-ish spark, port side did indeed fire but it was orange - yellow. New Slick 4330 will be here next week. Fingers crossed ....

Looking through the logbook, the valves were adjusted at 5-10 hour intervals recently. I looked at them when it first arrived and found all had to be loosened at least 1/2 turn to make the valve fully close. I wonder if it was the Mag the whole time. It was changed at 500 hours as it should be, but now with almost 1400 hours on it, hasn't been changed since; that's almost double it expected life.

Dan]]>
Update:
I pulled the plugs, the ones on the starboard side were slightly sooty; the port side two had raw gas. No fire. I turned on the ignition and rotated the prop while grounding one plug at a time. The two on the starboard side showed a blue-ish spark, port side did indeed fire but it was orange - yellow. New Slick 4330 will be here next week. Fingers crossed ....

Looking through the logbook, the valves were adjusted at 5-10 hour intervals recently. I looked at them when it first arrived and found all had to be loosened at least 1/2 turn to make the valve fully close. I wonder if it was the Mag the whole time. It was changed at 500 hours as it should be, but now with almost 1400 hours on it, hasn't been changed since; that's almost double it expected life.

Dan]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by JJay]]> 2018-08-23T20:11:14-04:00 2018-08-23T20:11:14-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52764#p52764
dstclair wrote:It just so happened I was going to Little Rock for a chute repack and decided I didn't want to fight city hall so had SportAir install a GDL-82 while they had my plane apart. Cost around $2500 including the GDL-82. Worked flawlessly today from KORK to T31 as per the ADS-B performance report.


$2500 installed sounds very good. Where did they mount the ground plane and the GPS antenna?]]>
dstclair wrote:It just so happened I was going to Little Rock for a chute repack and decided I didn't want to fight city hall so had SportAir install a GDL-82 while they had my plane apart. Cost around $2500 including the GDL-82. Worked flawlessly today from KORK to T31 as per the ADS-B performance report.


$2500 installed sounds very good. Where did they mount the ground plane and the GPS antenna?]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by Warmi]]> 2018-09-15T17:54:26-04:00 2018-09-15T17:54:26-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52973#p52973 <![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by dstclair]]> 2018-09-15T18:05:37-04:00 2018-09-15T18:05:37-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52974#p52974
JJay wrote:
dstclair wrote:It just so happened I was going to Little Rock for a chute repack and decided I didn't want to fight city hall so had SportAir install a GDL-82 while they had my plane apart. Cost around $2500 including the GDL-82. Worked flawlessly today from KORK to T31 as per the ADS-B performance report.


$2500 installed sounds very good. Where did they mount the ground plane and the GPS antenna?

Sorry for the delayed response -- the GPS antenna and ground plane are mount on the aft deck behind the co-pilot and nearly as far back as the chute.]]>
JJay wrote:
dstclair wrote:It just so happened I was going to Little Rock for a chute repack and decided I didn't want to fight city hall so had SportAir install a GDL-82 while they had my plane apart. Cost around $2500 including the GDL-82. Worked flawlessly today from KORK to T31 as per the ADS-B performance report.


$2500 installed sounds very good. Where did they mount the ground plane and the GPS antenna?

Sorry for the delayed response -- the GPS antenna and ground plane are mount on the aft deck behind the co-pilot and nearly as far back as the chute.]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by drseti]]> 2018-09-15T18:45:54-04:00 2018-09-15T18:45:54-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52975#p52975
Warmi wrote:Does anyone what does it take to have your plane show up on sites like FlightRadar24 etc ?


I use FlightAware, and have registered my plane to my account. When I log in, I can retrieve the ground track of its most recent flight in transponder airspace, accessed by N number. It's a great way to keep track of my students' solo XCs (and they need not find somebody at the destination airport to sign their logbooks).

This also lets me see how students approached and entered the pattern, what kind of pattern they flew, and whether they did a go-around. We then review the ground tracks together during debrief.]]>
Warmi wrote:Does anyone what does it take to have your plane show up on sites like FlightRadar24 etc ?


I use FlightAware, and have registered my plane to my account. When I log in, I can retrieve the ground track of its most recent flight in transponder airspace, accessed by N number. It's a great way to keep track of my students' solo XCs (and they need not find somebody at the destination airport to sign their logbooks).

This also lets me see how students approached and entered the pattern, what kind of pattern they flew, and whether they did a go-around. We then review the ground tracks together during debrief.]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by Warmi]]> 2018-09-15T19:01:52-04:00 2018-09-15T19:01:52-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52976#p52976 ]]> ]]> <![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by Jim Hardin]]> 2018-09-16T12:34:56-04:00 2018-09-16T12:34:56-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52983#p52983
drseti wrote:
Warmi wrote:Does anyone what does it take to have your plane show up on sites like FlightRadar24 etc ?


I use FlightAware, and have registered my plane to my account. When I log in, I can retrieve the ground track of its most recent flight in transponder airspace, accessed by N number. It's a great way to keep track of my students' solo XCs (and they need not find somebody at the destination airport to sign their logbooks).

This also lets me see how students approached and entered the pattern, what kind of pattern they flew, and whether they did a go-around. We then review the ground tracks together during debrief.


You opened that can of worms :D

I have Never told my students to get signed off at X-country airports! There is absolutly no requirement to do so other than your lack of trust in them. Yet you trust them enough to throw them the keys to a $100,000 airplane... Makes no sense to me :?

(sorry for the topic drift)]]>
drseti wrote:
Warmi wrote:Does anyone what does it take to have your plane show up on sites like FlightRadar24 etc ?


I use FlightAware, and have registered my plane to my account. When I log in, I can retrieve the ground track of its most recent flight in transponder airspace, accessed by N number. It's a great way to keep track of my students' solo XCs (and they need not find somebody at the destination airport to sign their logbooks).

This also lets me see how students approached and entered the pattern, what kind of pattern they flew, and whether they did a go-around. We then review the ground tracks together during debrief.


You opened that can of worms :D

I have Never told my students to get signed off at X-country airports! There is absolutly no requirement to do so other than your lack of trust in them. Yet you trust them enough to throw them the keys to a $100,000 airplane... Makes no sense to me :?

(sorry for the topic drift)]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by TimTaylor]]> 2018-09-16T12:44:06-04:00 2018-09-16T12:44:06-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52984#p52984 <![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by drseti]]> 2018-09-16T18:04:36-04:00 2018-09-16T18:04:36-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52985#p52985
Jim Hardin wrote:I have Never told my students to get signed off at X-country airports!


Nor have I, Jim. But there are still intructors who do. Makes little sense to me, but: their plane, their rules.]]>
Jim Hardin wrote:I have Never told my students to get signed off at X-country airports!


Nor have I, Jim. But there are still intructors who do. Makes little sense to me, but: their plane, their rules.]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by drseti]]> 2018-09-16T18:06:53-04:00 2018-09-16T18:06:53-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52986#p52986
TimTaylor wrote: I'm sure there is more than one student who got lost on a cross-country and never told his instructor.


You'd think the extra hour on the Hobbs would be a dead giveaway]]>
TimTaylor wrote: I'm sure there is more than one student who got lost on a cross-country and never told his instructor.


You'd think the extra hour on the Hobbs would be a dead giveaway]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by TimTaylor]]> 2018-09-16T18:21:27-04:00 2018-09-16T18:21:27-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52990#p52990
drseti wrote:
TimTaylor wrote: I'm sure there is more than one student who got lost on a cross-country and never told his instructor.


You'd think the extra hour on the Hobbs would be a dead giveaway

Unexpected headwind...in both directions.]]>
drseti wrote:
TimTaylor wrote: I'm sure there is more than one student who got lost on a cross-country and never told his instructor.


You'd think the extra hour on the Hobbs would be a dead giveaway

Unexpected headwind...in both directions.]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by drseti]]> 2018-09-16T18:30:58-04:00 2018-09-16T18:30:58-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52992#p52992
TimTaylor wrote:Unexpected headwind...in both directions.


Kind of like when we were kids, walking to school. Barefoot, through the snow. Uphill... both ways!]]>
TimTaylor wrote:Unexpected headwind...in both directions.


Kind of like when we were kids, walking to school. Barefoot, through the snow. Uphill... both ways!]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by Jim Hardin]]> 2018-09-16T19:24:12-04:00 2018-09-16T19:24:12-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=52993#p52993
The FBO there called and I was the only CFI available to talk to him. This was in the 70's before Cell Phones and GPS. I got him calmed down enough to plot a course home using a couple of VORs and asked the FBO, also a CFI to check his work, fill him up and if he felt the kid was OK, let him go. I did make an offer to both of them to let me fly up and escort him back it either felt is was needed, no charge. Figured I would threaten his instructor to reimburse me :P

If some student came in and asked for a logbook signature, I never hesitate to do so. Also ask a couple of gentle questions about where they came from and where they are going to make sure they are set to fly the next leg.]]>

The FBO there called and I was the only CFI available to talk to him. This was in the 70's before Cell Phones and GPS. I got him calmed down enough to plot a course home using a couple of VORs and asked the FBO, also a CFI to check his work, fill him up and if he felt the kid was OK, let him go. I did make an offer to both of them to let me fly up and escort him back it either felt is was needed, no charge. Figured I would threaten his instructor to reimburse me :P

If some student came in and asked for a logbook signature, I never hesitate to do so. Also ask a couple of gentle questions about where they came from and where they are going to make sure they are set to fly the next leg.]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by 3Dreaming]]> 2018-09-17T12:50:25-04:00 2018-09-17T12:50:25-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=53001#p53001 <![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by Warmi]]> 2018-09-17T13:03:59-04:00 2018-09-17T13:03:59-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=53003#p53003
With a sectional , I can envision landing at a wrong airport , especially if both are close or have similar layout but I am having hard time imaging how can you can get lost with a GPS ( or even with your phone acting as a crude GPS ) to the point where you land at the wrong airport ...]]>

With a sectional , I can envision landing at a wrong airport , especially if both are close or have similar layout but I am having hard time imaging how can you can get lost with a GPS ( or even with your phone acting as a crude GPS ) to the point where you land at the wrong airport ...]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by 3Dreaming]]> 2018-09-17T14:11:47-04:00 2018-09-17T14:11:47-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=53004#p53004
Warmi wrote:Does anyone even fly without GPS these days ( excluding Cubs etc ) ?...


I do, and both of my sons will be able to do the same. I was just talking with a DPE last week, and he said it is becoming a lost art.]]>
Warmi wrote:Does anyone even fly without GPS these days ( excluding Cubs etc ) ?...


I do, and both of my sons will be able to do the same. I was just talking with a DPE last week, and he said it is becoming a lost art.]]>
<![CDATA[Ask The Mechanic :: Re: ADSB PERFORMANCE REPORT :: Reply by ShawnM]]> 2018-09-17T14:14:38-04:00 2018-09-17T14:14:38-04:00 http://sportpilottalk.com/viewtopic.php?f=19&t=5144&p=53005#p53005
Warmi wrote:Does anyone even fly without GPS these days ( excluding Cubs etc ) ?

With a sectional , I can envision landing at a wrong airport , especially if both are close or have similar layout but I am having hard time imaging how can you can get lost with a GPS ( or even with your phone acting as a crude GPS ) to the point where you land at the wrong airport ...


It does seem shocking that ANYONE can get lost these days with all the technology we have but I guess it still happens. :mrgreen:

I always have at least 3 GPS sources in my cockpit when I take off, my main Aera 660 panel mount GPS and my iPhone and iPad both loaded with Foreflight. I dont carry paper charts, save a tree. :mrgreen:

Several years ago a C-17 air force plane mistakenly landed at Peter O'knight airport in south Tampa when he was supposed to land 4 miles further southwest at at MacDill Air Force base. Of course they both have runway 4/22 but one is 3,583 feet long and the other is 11,421 feet. The real problem was getting the plane back out of Peter O'knight. Can you say oops?]]>
Warmi wrote:Does anyone even fly without GPS these days ( excluding Cubs etc ) ?

With a sectional , I can envision landing at a wrong airport , especially if both are close or have similar layout but I am having hard time imaging how can you can get lost with a GPS ( or even with your phone acting as a crude GPS ) to the point where you land at the wrong airport ...


It does seem shocking that ANYONE can get lost these days with all the technology we have but I guess it still happens. :mrgreen:

I always have at least 3 GPS sources in my cockpit when I take off, my main Aera 660 panel mount GPS and my iPhone and iPad both loaded with Foreflight. I dont carry paper charts, save a tree. :mrgreen:

Several years ago a C-17 air force plane mistakenly landed at Peter O'knight airport in south Tampa when he was supposed to land 4 miles further southwest at at MacDill Air Force base. Of course they both have runway 4/22 but one is 3,583 feet long and the other is 11,421 feet. The real problem was getting the plane back out of Peter O'knight. Can you say oops?]]>
<![CDATA[Fly-Ins & $100 Hamburgers :: Re: Oct 2018 11th Annual CT/LSA Fly-In Page AZ Lake Powell :: Reply by ct4me]]> 2018-08-28T20:52:59-04:00 2018-08-28T20:52:59-04:00 http://sportpilottalk.com/viewtopic.php?f=22&t=5038&p=52841#p52841 Image]]> Image]]> <![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by FastEddieB]]> 2018-09-02T19:59:35-04:00 2018-09-02T19:59:35-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52906#p52906
Image

Image

With luck, Certificate of Occupancy in a week or two!

That red plane is a Titan Tornado. My friend, Alan, bases it at Big T Airport as well. Cool plane that he brought back from the dead, so to speak. He'll be going for his private license in another week or two.

Have about another hour or two to finish the Annual Condition Inspection on my Sky Arrow. I haven't flown it in almost 4 months due to some minor hand/elbow surgery, followed by the annual expiring at the end of July. I'm REALLY eager to fly it again to what will be its home away from home as well!]]>

Image

Image

With luck, Certificate of Occupancy in a week or two!

That red plane is a Titan Tornado. My friend, Alan, bases it at Big T Airport as well. Cool plane that he brought back from the dead, so to speak. He'll be going for his private license in another week or two.

Have about another hour or two to finish the Annual Condition Inspection on my Sky Arrow. I haven't flown it in almost 4 months due to some minor hand/elbow surgery, followed by the annual expiring at the end of July. I'm REALLY eager to fly it again to what will be its home away from home as well!]]>
<![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by FastEddieB]]> 2018-09-02T20:07:41-04:00 2018-09-02T20:07:41-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52907#p52907
Image

Pretty fancy for a "pole barn" - and supplied by a member of this forum!]]>

Image

Pretty fancy for a "pole barn" - and supplied by a member of this forum!]]>
<![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by Warmi]]> 2018-09-02T20:33:15-04:00 2018-09-02T20:33:15-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52908#p52908 <![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by RTK]]> 2018-09-03T10:12:22-04:00 2018-09-03T10:12:22-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52914#p52914 ]]> ]]> <![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by FastEddieB]]> 2018-09-03T10:24:25-04:00 2018-09-03T10:24:25-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52915#p52915
RTK wrote:Looking awesome, FastEddieB!


Thanks! It’s been very much a team effort!

What’s left to be done that the Certificate of Occupance will take 2 weeks? You’ve got hot and cold water, electricity, AC and an awesome bathroom. Seems like it’s just about time to move in! :wink:


Just one more trip from the plumber to hook up the sink, garbage disposal, washing machine, and a general cleanup.

Beyond that, I think we’re good!]]>
RTK wrote:Looking awesome, FastEddieB!


Thanks! It’s been very much a team effort!

What’s left to be done that the Certificate of Occupance will take 2 weeks? You’ve got hot and cold water, electricity, AC and an awesome bathroom. Seems like it’s just about time to move in! :wink:


Just one more trip from the plumber to hook up the sink, garbage disposal, washing machine, and a general cleanup.

Beyond that, I think we’re good!]]>
<![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by foresterpoole]]> 2018-09-05T13:11:54-04:00 2018-09-05T13:11:54-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52929#p52929 <![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by FastEddieB]]> 2018-09-06T09:03:12-04:00 2018-09-06T09:03:12-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52932#p52932
Image

Headed home (short takeoff video):

https://youtu.be/atdp0KpWLI4


Granite countertops should be finishing up today. Final Inspection and Certificate of Occupancy should be right around the corner!]]>

Image

Headed home (short takeoff video):

https://youtu.be/atdp0KpWLI4


Granite countertops should be finishing up today. Final Inspection and Certificate of Occupancy should be right around the corner!]]>
<![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by drseti]]> 2018-09-06T10:01:04-04:00 2018-09-06T10:01:04-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52933#p52933 <![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by FastEddieB]]> 2018-09-06T12:06:48-04:00 2018-09-06T12:06:48-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52935#p52935
drseti wrote:Eddie, I'm sure that will make yours the only pole barn in the world with granite countertops!


Possibly.

Regardless, our one vestigial, exposed "pole" will be honored in some way for its historical significance.]]>
drseti wrote:Eddie, I'm sure that will make yours the only pole barn in the world with granite countertops!


Possibly.

Regardless, our one vestigial, exposed "pole" will be honored in some way for its historical significance.]]>
<![CDATA[Eye Candy :: Re: Pole Barn progress! :: Reply by FastEddieB]]> 2018-09-06T13:02:29-04:00 2018-09-06T13:02:29-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5027&p=52936#p52936 <![CDATA[Eye Candy :: Flight to Loring Air force base :: Author David]]> 2018-09-16T18:22:10-04:00 2018-09-16T18:22:10-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5170&p=52991#p52991 ]]> ]]> <![CDATA[Eye Candy :: Re: Flight to Loring Air force base :: Reply by Scooper]]> 2018-09-18T13:28:34-04:00 2018-09-18T13:28:34-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5170&p=53006#p53006
Several of us bay area locals fly as a group to the Castle Air Museum at the old Castle AFB (KMER] near Merced annually to coincide with the "open cockpit day" where most of the seventy plus restored vintage military aircraft are open to visitors.

It's always a thrill.]]>

Several of us bay area locals fly as a group to the Castle Air Museum at the old Castle AFB (KMER] near Merced annually to coincide with the "open cockpit day" where most of the seventy plus restored vintage military aircraft are open to visitors.

It's always a thrill.]]>
<![CDATA[Eye Candy :: Re: Flight to Loring Air force base :: Reply by Sling 2 Pilot]]> 2018-09-18T18:15:07-04:00 2018-09-18T18:15:07-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5170&p=53007#p53007 <![CDATA[Eye Candy :: Re: Flight to Loring Air force base :: Reply by Scooper]]> 2018-09-18T20:49:18-04:00 2018-09-18T20:49:18-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5170&p=53008#p53008
https://www.airnav.com/airport/ME16

Phone: 207-328-7005]]>

https://www.airnav.com/airport/ME16

Phone: 207-328-7005]]>
<![CDATA[Eye Candy :: Re: Flight to Loring Air force base :: Reply by Sling 2 Pilot]]> 2018-09-18T21:43:15-04:00 2018-09-18T21:43:15-04:00 http://sportpilottalk.com/viewtopic.php?f=34&t=5170&p=53009#p53009