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And there doesn’t appear to be one that covers the 90 or 100 series, or the Baron, which I remember our PMI requiring compliance for when we did a conformity inspection in the 2008-2010 time frame.

one that would currently apply to a Baron, King Air, or Beechjet.

The design criteria for the DA40 probably was something like “better payload than a 172,” so once that criteria was met, they moved on to others.

So just to hijack the thread for personal use, there was an AD issued after the Roselawn crash that required certain verbiage in the AFM/POH regarding flight in icing conditions. It applied to numerous types and/or models of aircraft, but I can’t find reference to it anymore. Does anybody have a...

Your cats had puppies?

I can’t answer that, but consider the Hawker 4000 with a composite fuselage vs the Citation Longitude with an aluminum fuselage. Interior dimensions are the same, but an aluminum structure needs ribs and stringers, so the outside dimensions are larger. Larger fuselage means more drag, requiring...

Generally speaking, it doesn’t take a lot of effort to stump an applicant.

Financial considerations have little, if anything, to do with holding out.

Simple math has already confirmed the opposite.

Garner could probably sell me on a Firebird.

ATC isn’t authorized to close the field. They just control traffic in and out of it.

No, he just has to take a checkride.

No…it shows the holding pattern southwest of the inbound course, and “hold NW” indicates the location of the inbound course relative to the fix.

How many Firebirds did Pontiac sell because of Bullitt?

So this is the elections for court system?

I got “hold northwest of the XYZ VOR 10 mile fix on the 220 degree radial” on a checkride once. ;)

I’m recalling the line at 70 degrees from the inbound, but the same other than that.

Or from your bicycle to your plane if you’re homeless.

I doubt that all-engine book numbers exist for 737 takeoff since Part 25 takeoff performance calculations are predicated on an engine failure, but they do publish a balked landing climb gradient that’s all-engine. For the Beechjet at max takeoff weight, sea level, 20 degrees C, that works out to...

I’ve never gotten a takeoff in where wake turbulence was a potential issue that the tower didn’t give me a fairly quick turnout to avoid wake turbulence. Despite the head start, I’ve never flown a light GA plane that will outclimb a jet.