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The $5K cap is what the county can charge. The state gets 6% of the sale price with no cap. The exemption in sales tax for parts and equipment is only for planes over 2,000 pounds, and the dealer is required to note the N-number and gross weight. But there isn’t any real way for them to be sure...

For aircraft over 2,000 pounds. And there’s also a sales tax emption for the planes themselves, for airlines. Those of us who can least afford the tax on an airplane have to pay and those for whom it’s a not much more than a rounding error get a pass.

The night show was fantastic! Matt Younkin has always been one of my favorites, and his night show kicks it up with all the lights. The fireworks were great, too, and the drones were amazing.

That entire NOTAM can be summarized as “don’t get low or off centerline”.

San Francisco (KSFO) TRUKN TWO DP has TYDYE, TRUKN, GRTFUL, DEDHD, HYPEE, COSMC. The SERFR FOUR arrival has SERFR, NRRLI, WWAVS, EPICK. (Gnarly is surfer lingo for challenging conditions, or fantastic.) San Jose (KSJC) used to have an arrival with GOALI, JAWWS, SHARK in tribute to their Sharks...

Douglas BTD Destroyer.

Ah, I missed your earlier post - well-worded, makes it clear. I’m adjusting my procedure to use that.

The 50/70 rule is pretty darned loose. I fly off of a 3100 foot runway. In the RV-8 at the 50% point, I’d normally have already been airborne for 1000 feet. What I do is pick a spot that equates to roughly 150% of what should be the takeoff roll and use that as the abort point.

Very sad. John was a great guy, fun to hang out with and always had a joke and a good story.

Had that happen once on a motorcycle. We’re riding along on our Goldwings doing 75 or so, there’s a buzz, windshield goes green. It was a swarm of grasshoppers. Fortunately I had the proper height windshield - top of the shield at about the tip of the nose, no higher - and could see over it. For...

The most wondrous and beloved of all the supernatural entities.

Today was perfect - mid 70s, not humid. I checked the weather at home in Florida yesterday - it was 90, feels like 118. We’re dragging this Wisconsin trip out as long as possible.

I’m interested to know which FAR stares that the checklist in the POH is the only legal one.

Arrived today after a three day road trip. (Between planes, still looking for the right one.) We’re staying with relatives who live in Oshkosh.

A 172, no matter how good shape it’s in, will not cruise at 165+ knots on the same fuel burn, is not aerobatic, doesn’t climb at 1800 feet per minute, and upgrades can cost multiples of the same equipment for an RV.

The checklists I wrote for my RV-8A. I am missing that plane a bit - sold it two months ago.

Another vote for read the ACS. Not just read, but understand it, and save to your personal hard drive the standards for each maneuver (within how many degrees the course has to be maintained, altitude tolerance, touchdown distance, etc). The risk management standards are pretty much the same...

This is something that you really, really need to be going over with your instructor. The flare is not digital - it’s not an action that is executed upon a parameter being met, i.e. close the throttle and add back pressure upon reaching 20 feet above the runway. It’s a combination of visual and...

This. Be on speed so you don’t float, and land on your target. The biggest difference between a short field and normal landing is heavier braking if needed.

You dodged a bullet. If they can’t respond to emails promptly, or even within the work week, and professionally, they probably aren’t going to be even close to on schedule and comms will be poor. With practically everyone who’s done any work for me, if they return calls or emails fairly...