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Velocity26

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  1. I agree with everything that the Admin said above, and the short answer is Yes. I practiced for, and took, my private Pilot check ride in a Pipersport with the exact same combination you photographed above. The approaches were all accomplished with the SL-30 and the CDI display of the D100. This particular DPE wanted me to prove that I could navigate with the SL-30 and CDI in the event that the 696 became inoperable. I was also told that the D100/D120/696 combo qualified as a TAA at the time. I am not aware if the standards for a TAA have changed since then.
  2. Agreed, but indulging in said pancake breakfasts (along with $100 cheeseburgers) are not helping MY gross weight and I need my airplane to grow with me!!
  3. Shawn, If/when MOSIAC comes out, and eliminates the 1320 limit, would you (as a E-LSA) be able to recertify your aircraft to a higher gross weight limit? If you would say, your new gross is 1420 and your new dirty stall is 42 kts, assuming that complies with the new MOSIAC specifications.
  4. Even better! The article I read (in AOPA) claimed the changes were "in the process", likely an older article from before the changes had gone into effect.
  5. Like Shawn said, it means that you "Can" do more things, not that you have to. Any LSRM or A&P with Rotax experience can do your repairs, maintenance and inspections. If you choose to do so, you can take a 16 hour class and get the LSRI certification and do the annual inspection yourself. Other than giving instruction to others in your airplane, there are few downsides to going E-LSA. (I also hear that you will soon be able to teach in an E-LSA soon, as that is in the works)
  6. I was given this advice regarding purchasing an airplane: "Purchase the finest example that you can afford, the cost of upgrades and repairs is usually far more than the value that they will add to the airplane being purchased." It was good advice and I am glad that I followed it. If you are an A&P. you may be able to make repairs on the cheap, the rest of us mortals pay full price.
  7. Shawn, please correct me if I am wrong, if you buy an S-LSA that has illegal modifications most DAR's will force you have to bring the airplane back into compliance for S-LSA before they will authorize you to convert to E-LSA. In many cases that can mean spending money twice. There are so many pitfalls that can make you non-compliant that most people don't even realize that are not compliant. As Dave mentioned before, simply attaching 2 wires to bring ADS-B into your panel mounted GPS is a violation. Go E-LSA while you are still compliant, then start to modify.
  8. Mine was already experimental and it took (7) months for the registration to go through. I would not expect any swift processing regardless of straight registration or Experimental conversion. The 90 day temporary registration is a joke.
  9. My airplane was based in New Hampshire and, in addition to the air flow restrictors for the radiator and oil cooler as shown above, it has a block/oil heater and oil thermostat in the oil lines too. I removed the air flow restrictors and initially planned to remove the heater and thermostat, but they weigh very little and do not seem to hinder cooling in the furnace that we call Florida.
  10. So you are that guy ... Todd mentioned something about selling one of his children last week, while in Florida.
  11. Burlington is the home of Certus, that might be worth a look. https://www.certusaircraft.com/
  12. If you crash with a 2kt crosswind, it is on you, because of your skills. It is something every pilot must be able to do. If you crash with a 30kt crosswind it is on your because you even tried the landing in those conditions. There is no excuse when you perform actions outside the limitations of the POH.
  13. Based on the POH I have, these are the limitations: Max. permitted head wind velocity for take-off and landing ...............................................23kts Max. permitted cross wind velocity for take-off and landing ...............................................10kts I know that I have exceeded these on occasions, but the POH is written by Attorneys to protect the company. The Bristell POH states: Maximum demonstrated crosswind speed: 9kts for landing and take off. Again, these are conservative figures, but exceeding them puts the responsibility on you. Forget take-off and landing, I have been at cruise in deteriorating weather conditions and had a wind turbulence slam my head against the side of the canopy hard. I can see how someone could lose consciousness from a similar event. I do not consider these to be "All Weather" airplanes, believe that are best used in fair weather.
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