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The FAA is watching! Overnight I got this e-mail from FAASafety: FAA Safety Team | Safer Skies Through Education Misuse of Expense Sharing and Understanding Pilot Privileges Notice Number: NOTC2238 Unauthorized 135 operations continue to be a problem nationwide, putting the flying public in...

I've done some searching around but haven't stumbled upon the answer to this question. First, a review of my understanding of some of the basics of flying for hire (assume I'm a commercial pilot): You can hire me to fly you in your airplane to a destination of your choosing. You will cover...

Nothing shocking there but it was a nice review as a non-owner.

For people who haven't been following the issue carefully, I think this article in Flying Magazine from a couple of days ago does a good job of summing it up (impacts to owners): When the Sun Sets on 100LL Will You Be Ready?

Thanks that video was very helpful.

I finally got around to digging into this Order and looking at some AOIs. Other relevant text from the order: "Note: The AOI is also commonly called the Pilot’s Operating Handbook (POH). For the purposes of this order, the term AOI is used interchangeably with POH." So basically, if I...

Thank you for the additional perspective. I did some digging into the relevant regulations based on @FastEddieB's response and it makes sense now. According to Part 21.191 (Experimental Certificates), the "purposes" for receiving an experimental certificate are R&D, air racing, exhibition, a...

The main reason I can think of is because LSAs are much cheaper than similarly aged standard+IFR aircraft. It appeals to me too although they may bounce around a lot. Break break. If you switch an SLSA to ELSA, since you don’t have the EAB reason to point to for the airplane being...

Is there a lesson learned here for us all to apply in the future?

120.0 hours.

Do you mean the four land-based components?

I agree, but it's much easier for instrument pilots to remember that they did a GPS approach to LPV minimums to demonstrate a precision approach than it is to remember the exact wording in the ACS that probably not every candidate even read to begin with.

Sorry I was unclear, I meant that 800-2 is stricter than 600-2 (from the pilot's perspective), not that the rules/standards for establishing approaches with LPV minimums are more strict.

Combined with 14 CFR 91.169(c)(1)(i)(A) (now that I'm home and not on my phone) this seems to settle it. Practically speaking, are there any reasons why the requirements for LPV minimum approaches should be stricter than for ILS approaches when the approach minimums are the same? I'm not clear...

I may be wrong but I thought an available GPS approach with LPV minimums meant 600-2 applied.

Projected 460 mph at 50,000 ft? Can the plane even get that high? It actually did >250 at 15,000 I think.

I hope you didn’t start doing math on the plane after that. That’s a one-way ticket to the interrogation chamber.

Flying into KSHD is fun. I want to fly into KHSP too although I bet the winds can get nasty there.

There is another NoPT on the chart. Look at the right side.

Find the NoPT on that chart for your answer.