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Well, I know a guy who was giving flight instruction, and hopping passengers for a penny a pound, with a whole 10 hours in his logbook. Also flying the mail, and charging to carry guys to their hunting camps.

I don't understand the thought process behind ins companies decisions. Dad with some odd thousands of hours, PPSEL, MELTW. had no trouble with insurance at 83. Sold his 182, and cancelled his policy. Then at 85 couldn't get added to my policy as named pilot for the Cherokee. But, he was still...

Do the college thing, sign up, when the opportunity presents it's self, sign up for flight training. Do the job that you are assigned, when sign up comes back around, do it. Do the job you are assigned. Sign up again, get notification to report to flight school, pass physical. Go through flight...

OK, 5pax, 18kmsl or below, =/<250knots. So HP/complex is fine, and I guess Insurance may well be pushing them out.

For some reason I thought basic med limited to 4 seats and under 200HP. Or mabe 4 seats and fixed gear. I'll have to go back and re-read the rule.

My Dad and Granddad once pooled their money and came up with ~$5k. They bought several Steermans, a BT13, an AT6, and a couple of PT19s. Total of about 60 airplanes. They sold all at a profit, Mabe made $2k. and kept one PT19 for themselves. Now look at the price for one of those.

Also they can be flown under Basic Med. so mabe there are folks selling their HP/complex, and buying the simpler aircraft to keep flying.

I couldn't get my Dad on the insurance for the Cherokee 140 due to his age (over 80). Had he not canceled his insurance when he sold his 182, it would have been no problem. But the lapse in coverage, and his age shot him down. But he could still fly under the "open pilot" clause, on my...

Airplanes are the same. When you get finished, you'll have in it a bit more than what it's worth. But if you take good care of it, you can enjoy it by that amount, then sell it for what it's really worth. I bought the Cherokee for a dirt cheep price, and sunk several many AMUs into it in the...

If you're comfortable with it, fly it until you are not comfortable with it. Then OH it, or replace it.

IIRC all we did to the 188s was to scrub them inside and out, Hose them down with WD40, and put them in the hangar.

My engine might barely bump 180 after flying at 75% power for about 4 hours. It usually runs about 165-170. So I guess it will corrode away due to not getting warm enough to expell the accumulated water.

Yes, If you follow the TC, there's no need for an Stc. ;)

That DelFleet is some interesting stuff. It was formulated as an industrial urethane, for tractors, heavy equipment and such. But It works quite well for just about anything.

That guy did all kinds of things with the engines off and on. All kinds of things that are not supposed to be done in a non aerobatic airplane. But then again Bob Hoover.

It's not just aviation. The auto shops are doing that too. It used to be 50%/ billed hour, now it's ~$18- $20/hr, for auto mechanic with certifications, and and less without. If I decide to change shops, I'll just retire and do a few jobs at home part time.

My first experience with grass was a runway 400' wide, and 7000' long. And well manicured, privately owned. It was a non event.

neither aircraft is destroyed or scrapped. Both are registered to me, with N number. And both will be restored to flying condition.

Been in the paint and body business for a day or two. (since 1982). I have allways preferred single stage for solid colors. And the reason for using clearcoat on metalic colors is to make application of the color coat easier, because you don't have to put it on wet and shiny, just get it on...

As to the serial number being stamped on the frame; Taylorcraft did that as well, It's stamped on the flange that holds the engine controls (throttle etc) in the cockpit. It is stamped on the firewall side, usually to the right of the throttle somewhere. That number is the serial number of the...