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Everything posted by Velocity26

  1. I had a Great CFI teaching me, the rest was just putting in the time and effort. Thanks for your help!
  2. Marshall, The cockpit is surprisingly wide and roomy for an airplane of this size, I don't think it will present a problem for you. The seats are fixed but the pedals are adjustable and fit most people pretty well. I am a "leggy" 6' tall and do not extend them to the maximum. The useful load varies from airplane to airplane, and the older ones (particularly those without the BRS (parachute)) seem to be lighter, and the newer ones seem to be on the heavier side. On average you can expect in the neighborhood of ~460 lbs of useful load for your pilot, passenger and fuel. Say you have a pair of 200 lbs guys, you will have to settle with 10 gallons of fuel to remain at or below max gross weight. Some DPE's will not fly behind a Rotax period, whether it is within TBO or not. Some will not go up in an LSA. Others are fine with both, this is specific to each DPE and the FAA does not mandate what they will, or will not, do. They are basically independent contractors that set their own rates and do as they please regarding with what they will and won't accept for a check ride. You may want to contact a few local DPE's and see what you find in your area. In central Florida, we have a few that are usually willing to fly in S-LSA and E-LSA without a problem. The engines are "life limited" to some extent, but they are also replaceable with new for a lot cheaper than what a new Lycoming or Continental would cost. Since they appear to reach TBO in most cases (and many WAY beyond that) I don't consider the rebuild/replace cost to be a huge deal. I find the airplanes forgiving and fun to fly in good weather and recently got my certificate in one.
  3. To quote Dave Chappelle, "it would be like seeing Bigfoot riding a unicorn"
  4. I remember the first time I saw that airplane for sale, I thought this guy must be a toll booth operator ... obviously a man of few words. On the other hand, he posted this"Has fresh rotax rubber." and that is more than I can say for the vast majority of the log books I have seen to date.
  5. With the weather that we are currently having, it is possible that you cannot fly for weeks at a time. The first break in the weather and you KNOW that everyone is going to want to be airborne. Whether it is a club or rental aircraft, there will never be enough for those high demand times. Forget about taking a last minute trip over the 4th of July weekend or Labor Day, or name your favorite holiday. Those are the times that you need to have a plane of your own. I have not retired and getting an airplane should open up the possibilities of where we can go on long weekends. Let us get away more often and to places outside of the comfortable car driving range for a weekend trip.
  6. Good thing you went Experimental, otherwise you would need to get a LOA for those bath crystals. I looked at the local weather forecast and they have the exact same pattern shown every day for the next 2 weeks. Scattered thundershowers with 50% coverage. I need to start working on my boat, or get back to my work on the Ark.
  7. Make sure you have the air frame log book handy, bet the "wash entry" takes up an entire page. I mean water temp, soap brand, quantity, batch #, ph, etc. Then we have the composition of the wash mitt...
  8. It all depends on what the actual changes turn out to be. Rumors are that there will be a max gross weight increase, maybe a speed increase, etc. If the increases are significant, that would make what is existing airplanes less desirable than what would be produced after the change. Some companies may issue LOA's to allow their airplanes to take advantage of whatever they are capable of, but I am not sure if there is any hope that CS will do anything to help if the existing LOA situation is any example.
  9. Make sure to check the landing gear, make sure the mains are not cracked and that you have the latest version nose landing gear. With such low hours, it may have original landing gear all around and they often need to be replaced as soon as you start to actually use the airplane. We have run across this exact situation on other very low hour "hangar queens" that we have checked out. That is a $7k+ tab to correct just the gear.
  10. You may be technically correct, I am not aware, but I can tell you that it is done all the time, including by Shawn above. All that happens is that the Seller agrees to having the annual done as the inspection. Or, once you own the airplane, and have possession of the logs, your mechanic can make the entry.
  11. I am just saying that, when you start into a very comprehensive pre-buy inspection, the lines blur with an annual. If the annual is getting close, you might have well have just have the annual done for the pre-buy.
  12. Skipper, Where do you look? You would have to literally take the airplane apart to check everything. I think that the first thing would be to check the nose gear and firewall attachments. If the broke the nose gear and replaced it, good enough. If they neglected to see that it cracked stuff on the firewall, you could be in big trouble. There are too many places that you need to check and Sellers are not happy about someone taking their airplane apart searching for stuff. It gets expensive to do a comprehensive inspection ... not much different form an annual.
  13. I have 2 airplanes that come to mind. They were both listed as "No known damage history". I was searching the N number and found pictures of the Glasair just below the surface of a lake/river where the pilot landed it after losing power just after take-off. 90% of the airplane was submerged, including the engine and cabin, only the top of the tail was not dunked. The second was a Piper with "no known damage history" although there were a half dozen pictures of the airplane where it had been tied down during a hurricane, torn loose by the winds , gear collapsed, and wing damaged after being tossed around like a toy.
  14. Maybe not be as "Stunning" as those pictures might imply ... A lot has happened since those photos were taken. This is a perfect case of "Buyer Beware", so do your homework.
  15. The speeds are likely similar, but the SportsCruiser is like a sports car, handling wise, compared to the Cessna being an econo-box. I have no experience with the Piper, although I would expect it to handle better than the 152 also.
  16. Coffee, We have a lot in common! I am also preparing to retire and have 30+ hours towards my PPL. I had wanted to wait until I had my license in-hand to get an airplane, but feel that I am close enough to make an educated decision, with the help of my friends here. What part of the country are you in? Have you flown much in a SportCruiser? Leo
  17. Velocity26

    canopy handle

    I watched a video where a CFI would intentionally unlatch the door of his Bonanza trainer, just after take-off, so that all his students could experience the noise and feel of having the door pop open in flight, in a controlled environment. It sounds extreme, but people have crashed as a result of trying to close the door/canopy in flight and simply forgot to "just fly the airplane" as taught. He feels that, since most pilots will eventually experience the event, it is better to be familiar with it, and prepared for it, so that you are ready when it happens. While I am not sure that an instructor would want to pop open the SportCruiser canopy in flight, I believe that it would be a beneficial experience. Personally, I have an incredible CFI that drilled me on exactly what to do on such an occasion. While I am not going to confess to anything, I am not even startled when it happens anymore. I expect that the first time it happens, you will be startled. Remember to "just fly the airplane" .
  18. Velocity26

    canopy handle

    Before getting the guides, the handle would be somewhat useful to help align and close. After installing the guides, there really is no need for the handle in my experience. Now the canopy basically closes itself, now if it would only latch itself ...
  19. Dave, forgive me for not identifying myself, this is Leo ... a/k/a "the student from Hell". The rectifier may get hot in flight, but I have not noticed a warning light in flight. I usually see the warning while on the taxiway, after a long flight.
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