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I've been traveling for a few days so haven't been following this. As for deferring the primers, primers do not appear in 91.205 as required equipment for daytime VFR (nor IFR, nor night). There is not a MEL for the aircraft that I can find. I honestly don't remember whether the primers were...

Float plane vs flying boat perhaps?

Not sure who you're asking but in case it's me. Today the CRAFT course using their airplane (DA-40 G-1000) is $9250. With your plane it's $6250. I don't remember what mine cost but I used their airplanes. Their cost does not include the DPE fee but they'll tell you up front what that will be (in...

I used CRAFT. I had been close to check ride twice before, had actually been signed off but the airplane broke and was never fixed. Then COVID and my mom's cancer (she lived with us). Since she was immuno compromised, we went into hermit mode. My second written was set to expire in March, my...

I don’t remember reading that in the one I read but it was a few weeks ago and I no longer have it. It would still not indicate the primers are required equipment. I did not attempt to write out all I know about operating piston engines as I was asking a question to which it’s not relevant...

I really don’t get all your condescension. The examiner was the FAA guy who was fully aware of the situation and had done at least two prior tests to mine in the same airplane. Do you have documentation showing the primers are required for airworthiness?

Yes he was fully aware and we discussed it while starting. Well, I did. But it's a 1954 CAR 3 plane so there isn't a POH in the newer sense. It's, um, sparse.

Based on the FAA examiner (not a DPE) having examined the logs with me, then standing behind us while we did the check ride? Sure, FAA folks are human and make mistakes, but he seem very thorough and had no issue with it. I have no idea how it works with the primer-I never flew it that way.

The cylinders didn't light off until I pulled the throttle back (that I noticed anyway- no smoke, no sounds). That was the puzzle to me: how didi he know when to pull it back? It wasn't the same number of pumps each time. That's what confused me.

It was very cool! Sweet airplane.

For the record, the primers were enroute but had not arrived. They fully intend to fix them. But it’s not a grounding issue. And that misses the whole point of my question: what tells you the engine is ready to start?

Not often you stall & spin with something right under you to safely catch you.

I recently flew a Beech 18 while getting my AMES rating. It’s equipped with P&W R-985 engines. In this plane, the starting sequence was: 1) engage boost pump 2) verify fuel pressure 3) pump off 4) engage starter (after verifying prop clear) 5) count three blades to ensure no hydraulic lock 6)...

It was a blast! Absolutely incredible experience!

I wonder if having to switch tanks in the Cherokee vs Skyhawk accounts for the difference in those two? Fuel exhaustion va starvation?

And buy and use o-ring lube when you install it. (and every time you open it it's a good idea to put a little on, but not strictly required).

Netware 3.x servers were notorious for this: they had a startup script that essentialy ran console commands. But the servers would run for years without requiring a restart (which is impressive in its own way) and folks would run console commands to load new stuff but never add it to the startup...

CLIF bars (energy/protein bars) have a picture of a rock climber-and part of a rock- on them. The picture matches up a real world rock with the picture on the label. Ergo, "They found it"

It IS gorgeous! No question!