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WmInce

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About WmInce

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  1. That comes from a professional mechanic. And I might add, a damn good one at that. This is the reason why some people, especially first time buyers, won't even consider looking at an "Experimental." That is a fact. I was in that camp myself and know plenty of others who felt the same way. It stems from fear. Fear of bad maintenance, poor build quality and in general, just getting burned. There is some history to each one of those scenarios. That is why I have always had the opinion, and still do, that going "experimental," does have the drawback of reducing the market for the airplane, even if it is perfectly sound. Some people just won't bite. That withstanding, if one is diligent, properly informed, does their homework and has some professional help, I see nothing wrong with the purchase of an experimental. There are some fine ones out there, for sure. In some cases, they are better built and more well equipped than production aircraft.
  2. Congratulations on your new airplane ttabs. Have fun and keep it safe!
  3. WmInce

    Bing 64 issues

    Sounds like debris in the carburetors. Suggest you drop the bowls and inspect for foreign objects. Very simple to do. See the YouTube video on how to do that. If carbs are free of debris, then perhaps they need to be resynchronized. There is a Rotax video on that also.
  4. WmInce

    A new member

    Correct. My feeble attempt at a little humor failed miserably. i just hate that about me.
  5. WmInce

    A new member

    Wow! . . . . somebody really needs to re-arrange their priorities.
  6. WmInce

    A new member

    For a Bristell, that empty weight is actually pretty good. Throw in BRS and fuel injection and that makes a big difference in weight. Think fuel. I love the Bristell. 51 inches of shoulder room can't be beat, by any other LSA. My CT has is close, with 49 inches.
  7. WmInce

    A new member

    Is your Bristell equipped with a BRS? Can you share with us the published "empty weight" of your airplane? Some of us may want to buy one.
  8. Again, that does not sound right. Regardsing S-LSA, there has to be fleet accountability. In the above scenario, who submits the LOA, and who is the receiver of the LOA? Once an alteration is initially installed by BRM, how does the factory track which S-LSA's, in their fleet, have which alterations? If no accurate (and up to date) records are tracked, on individual airframes, how would the NTSB determine, if an S-LSA had proper and approved equipment installed, during an accident investigation?
  9. And so would uAvionix echoUAT+SkyFYX-EXT. Thus far, that is my first choice. Will probably install this year.
  10. That does not seem right. LOA's are serial number specific to each airplane in a manufacturers fleet. If there is a "blanket" LOA, an MRA (Manufacturer Request for Alteration) still has to be submitted for each indvidual airplane. If approved by the manufacturer, then an LOA is issued, with approval and installation instructions/limitations.
  11. Dave, Thanks for the prompt reply. And also, thanks for all you do for us (Karen too!). The same vender (Envision Power Services) provides service to the CT Flier Forum (http://ctflier.com/). This forum looks very much like their forum. With a few exceptions. Over there, they provide the ability to delete posts with a simple "Options" then "delete" button. I just find it odd it is not available to us here.
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