I guess I have to assume you know what you are doing in terms of mountain flying in a high density altitude environment and your Ercoupe's performance in those conditions, or I'd probably say, "take a bus." :D
I would definitely be choosing lower terrain with more and better diversion options...
Good article*. And it demonstrates how complex a transfer can be. Even within the aviation law community, this is a specialty. You may also find there are Part 135 compliance companies that can help with the details.
As it points out, the FSDO is not the place to start.
For adding an aircraft...
The cable ran along the ground along the entire line attached at multiple points along the way. It was heavy but had enough of its own slack that you would raise it up with your foot an inch or so when hooking the chain to the tie down ring. Wish I had a photo, but the result was the least...
Where I used to be based, we used chains instead of ropes. That included chains along the ground the tiedown chains were attached to. We would pull the airplane across the ground chain before getting in. When asked why, the usual answer was to not power over the chains. My answer was to make...
Completely unscientific answer. Just impressions. And bear in mind that I was based for 20 years in Colorado where we never went full rich in a normally aspirated airplane that didn't have some altitude compensation capability.
My sense is that for low power ops, it doesn't matter so long as the...
At the low power settings you are talking about, there is no “Red Box” or “Red Fin” (two different depictions of the same concept). It pretty much disappears at about 65% power and below. See, “Red Box, Red Fin,”
I”m not familiar with the FX3. Does it have engine monitoring which gives the EGT...
Have you contacted your local EAA chapter? Many of those maintain lists. If they don't, the members generally know.
The most interesting one I've been to isn't back country. It's a restaurant with it's own airstrip. What makes it interesting is that it's not even a blip on the Sectional.
I should mention that I'm pretty sure the #1 reason for FAA Registry rejections is user error in preparing the (a) Bill of Sale or (b) new Application for Registration. That only happens in sales where an escrow/ professional is not involved.
It’s not difficult but you want a good sales contract which includes provisions for what happens with a prebuy. Best is to have it drafted by a lawyer rather than something cobbled from the Internet. Yes, a “handshake” deal can work but when it doesn’t it can get messy.
And an escrow which...
Yep. We kind of need to keep in mind that a checkride is a different creature than real day to day operations. That seems to be especially true of the instrument checkride these days.
I had a conversation on the subject with an instructor from a nationally known flight training franchise a few...
Technically, it’s only a violation for Part 135, etc. There is no legal requirement for plain vanilla Part 91 for current charts. The catch is, if you cause a deviation problem because of it, don’t expect much sympathy on the enforcement side. Current database is even more iffy, with the...
The very first step to the instrument checkride (and especially any CFI ride!) is to read the ACS. Since the Instrument ACS is available in PDF form, you will have no trouble searching for the word “current” and finding the references to the requirements for current charts and a current GPS...
I never really noticed strobes being a big problem during the day unless you’re too damn close. But at night, definitely position lights for taxi if there is no beacon.
Let’s not get too wrapped up in the trees. The forest is about being visible when that engine is running,
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