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Those owners should get off your lawn.

Nothing is sent to the FAA. Records are pretty much exclusively in the logbooks, some A&Ps who use printed stickers will keep digital copies of those. And repair stations have their own different record keeping rules.

It's certainly not the quietest of the pressurized airplanes, but relative to an unpressurized plane, it's pretty damn quiet in cruise.

The upgrade game is dangerous. About a year ago I moved up to a Duke from a Twin Bonanza. The move to pressurized, air conditioned, 200+ knot comfort spoils you very, very quickly. I've also got a 25% ownership in a Twin Comanche; it's a great little airplane. But I almost can't bring myself...

I sold my last home FSBO. Spent about $450 on a real appraisal, and ended up accepting an offer for basically right at appraised value. Had another few hundred in professional photos and some other marketing materials (website, sign for the front of the house, etc.).

I like Eagle in Florida, though have never had a dual mag airplane. Shaun just did a couple mags for my Duke a couple months ago. Super quick turns, very reasonable prices.

I'm not from Philly, but been a couple times. Pat's and Geno's are across the street from each other. Tony Luke's is also good.

I have no need for it, but I was just curious about Soberlink. Looks to max out under $300/mo and about $500 for the device. Doesn't seem too bad, in the grand scheme of aviation costs. https://www.soberlink.com/pricing#tab-price-share

This is the practical answer...

I'm curious what Blakey actually says. I don't think there's any reg that says that a non-A&P can't totally disassemble an airplane. Putting it back together and returning it to service is an entirely different matter. Probably the typical scenario where bad facts make bad law.

The bickering about the "supervision" requirement is just like the bickering over "common purpose" and cost sharing, and the bickering over logging issues. There are the strictly-interpreted rules, and then there is what people actually do in practice. Like virtually ever other industry, the...

At the end of the day, the rules say what they say, and owners and A&Ps/IAs operate within those rules, or stretch them a little, in private. Ultimately, the A&P/IA has to put his signature in the book. If he's OK "bending" the rules a little with an owner he trusts (like letting an owner do a...

The buffet at the Wynn is better...

Based on my recent-ish experience in the insurance market, I'd guess he's totally uninsurable without getting the multi-engine rating first. As in, I suspect he won't even get quotes back.

And how they manage that flight instruction dictates whether 100hr inspections are required or not. The only equity clubs where the members are aircraft owners are where the airplane is co-registered in the club member's individual names (uncommon). If the airplane is owned by/registered to...

Have you gotten an insurance quote yet? I'm not a 58P owner, but I'm a recent (~1yr) Duke owner. I had about 700 hours of mutli before I bought my Duke, so insurance wasn't too bad. But I know a few people who struggled to get insurance in a normal 58 Baron due to lack of multi time. Checkout...

Rental aircraft are not subject to 100hr inspections just because they are being used in a rental operation. The 100hr requirement is based entirely on how they manage flight instruction. In an "equity" club, the members typically own an interest in an LLC that then owns an airplane...

lol. No.

Versus what, part 121 or 135? There are no maintenance differences between a "non-equity" flying club and an "equity" flying club. As a practical matter, the difference is irrelevant. In a typical "equity" flying club, the members are simply members of the LLC that owns the airplane(s); the...

Satellite texting (if you have an iPhone 14 or greater) works pretty well. Little wonky to get connected, but ultimately works. Tested yesterday in my Duke at 16.5k feet doing about 170kts over the ground (headwinds...).