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Also begs the question, if they can do telescoping gear, could they give themselves another 12 or even 18 inches of clearance negating the need to relocate the pylons. The lengthened gear would seem to solve the issues which necessitated the pylon move, resulting in the negative change to flight...

So from what I gave read the major issue at this point with the 737 is the short landing gear, and low clearance of the airframe. The new high efficiency engines need more clearance. Boeing decided that changing the landing gear length and the associated changes to the airframe and well as the...

I think the NTSB gets involved for three reasons with foreign investigation even though they do not have authority. First. They certified the aircraft, and most small nations do not have their own certification process so they basically sign off on the FAA's. Second, many small nations do not...

Good PA32's at the right price have never been hard to move. It is an extremely popular airframe. Sent from my SM-G950U using Tapatalk

I have not heard that name before, but I know there are after market deicing systems available for the PA32. They are Not FIKI approved and are basically an oh crap I could be in trouble here item. Most of the systems also take like 35 lbs off of the useful load. Sent from my SM-G950U using...

My compressor was replaced with r 134 unit that uses standard auto freon. I can go the the auto store and by the standard refill cans and use the standard fitting. Additionally, if you use AC in flight you lose 3 or 4 knots speed with the older systems as there is a cooling door that opens...

This is an 82 the was redone 5 or 6 years ago. It was purchased through a refurbishing outfit and we worked with them on colors and panel layout, as they had started the job, but it was only partially done when the decision was made to purchase. A few changes were made since then. A G530 was...

My toga panel. Sent from my SM-G950U using Tapatalk

Mine is an 82, that has been completely redone in the last 6 years. G500, G650, G750, new paint and new interior. I think there are 450 hrs on the engine. I see 150 knots at 65% power at 6000 feet, with 13 to 14 gph. If I go upto 75% power, the fuel burn will be 16 gph and yield about 158...

Not unusual for those to ha e over 1400 lbs useful, but they are 10 to 15 knots slower. Sent from my SM-G950U using Tapatalk

My Saratoga SP is retract non turbo, has AC, has a bigger cabin than A36 and a useful load of #1285. Thst is hard to beat. If I pulled the AC I would likely gain another 50# useful load. Bonanzas are great and faster, but earlier toga's will always beat them in cabin size and usually useful...

I generally see about 150 knots IAS if I set power and lean for about 60 to 65 % power at 6000 feet. My ground speed at that altitude usually reads around 160 knots. Sent from my SM-G950U using Tapatalk

I own a 82 Saratoga SP. Flew the family from NJ to the outer banks this summer. Four of us in total, and kids are both over 100 lbs. A weeks worth of bags, beach stuff, and even food. Still had enough useful load and a little to spare to carry 80 gallons of fuel. It was about a 2 hour ride...

What the FAA is trying to avoid is a repeat of the 1987 AD which was set at 5000 hrs tt. The yield from that was very low, and owners and operators were complaining the check was very expensive at $3000 (in 1987 dollars), and was a risky and invasive inspection that could damage an airworthy...

In the initial investigation of the crash the FAA inspected similar aircraft with similar maintenance histories. Here is the report..... https://www.aopa.org/news-and-media/all-news/2018/may/16/ntsb-finds-metal-fatigue-in-piper-wing The examined 10 other PA28R's from a few different schools...

The FAA cares because the data for the crash indicates that the unusually high landing cycles are the likely cause for the failure, not the raw tt. From other planes they have inspected only those used as trainers in high landing cycle applications appear to have problems. When they inspected...

For small planes they aren't, that is the issue here. The high landing cycles are the likely cause of the failure. With this equation the FAA is trying to estimate landing cycles. The most reliable statistic they could find that would predict if a plane would have higher landing cycles is if...

I had forgotten about the previous AD that was suspended. I knew about the 87 crash . The FAA is trying to avoid a repeat of the AD, realizing that a previous 5000 tt inspection directive was pointless. There seems like there is a way to change the formula so all inspections are counted not...

I also would add to be previous statement, that if you count just tt as was suggested about and apply that "logic" to the FAA equation, it would mean that at about 5000 tt all PA28's would be required to have this possible invasive spar inspection. That would in effect be putting a 5000 hr...

I actually disagree that tt is just as effective. The FAA is clearly trying to separate commercial flight school use from personal use aircraft. Flight school aircraft are used much harder and each hr of tt is not equivalent. A personal plane will mostly be doing point to point flights or...