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No, the proposed 61.329 is consistent with the quoted language. § 61.23(c)(3) and § 61.113(i) are the BasicMed regulations.

Brompton has an electric version too: https://us.brompton.com/shop/bikes/electric-c-line-explore Brompton seems to have a very loyal following and to be very compact-folding and light-weight. Not cheap, but seems like they would be a good option for flying with.

I have no idea at all why FAA headquarters is holding up the broad GAMI STC AML approval. It's frustrating that the process is not more transparent, largely because of the decision to maintain the confidentiality of vendors' proprietary information. I do know that there is a lot more to picking...

This article from AOPA gives a pretty accurate description of the state of play: https://www.aopa.org/news-and-media/all-news/2022/june/pilot/unleaded-avgas The two other players right now are Phillips/Anton and Lyondell/VP. The box at the end of the AOPA article lays out the different...

Where have you seen GAMI say their fuel STC would be free? According to answer #17 on their Q&A (https://gami.com/g100ul/GAMI_Q_and_A.pdf), they plan to charge based on engine horsepower.

No, the Textron Service Bulletins allow the use of UL91 or UL94 that complies with the ASTM D7547 standard, which among other things require that the fuel be made solely of hydrocarbons. I believe that all of the unleaded 100 octane fuel candidates at this point have some non-hydrocarbon...

Quite true. As I discussed in my post above, compression ratio is not the engine characteristic that drives the need for high octane fuel in aircraft engines. The reason to use high compression ratio is to increase thermodynamic efficiency, which all things being equal improves fuel economy. But...

Sorry, BMEP is short for Brake Mean Effective Pressure, not Brake Mean Effective Power. Doh.

Everyone focuses on compression ratio in these discussions, but the compression ratio is not the only or even most important characteristic that divides engines that are happy on UL94 or lower from engines that need higher motor octane fuel. It happens to be the case that for Lycoming and...

In a piston, I’d expect: fly runway heading; upon reaching LAX 315 radial, turn right heading 250; vectors to SMO; SMO 125 radial; V64; SLI and then the rest of the TEC route. There is a good chance you get vectored again once you are south of LAX and won’t actually fly the 125 radial all the...

The general cross country definition with no minimum distance is used for Category II and Category III pilot authorizations (as well as Part 135, as you note). You need 250 nm of PIC cross country under this definition for Cat II/III authorization. In my electronic logbook, I record the...

If you have time, I'd also really recommend the nearby Titan Missile Museum (http://www.titanmissilemuseum.org). Tour a real Titan ICBM silo.

They need to design the new runway and taxiway configuration, and then they need to provide the FAA 30 days notice. The city manager was saying it would take 3-6 months at the city press conference. If someone sues--on either side of the dispute--things could take longer.

You are right, of course. The biggest limitation here in practice is that safety pilots need to be legal PICs if they want to fly under the new medical rules. For CFIs, I believe the situation is: Student not under hood Student is legal to serve as PIC -> no medical requirement for CFI...

No need for a sleep apnea SI (or any SI for any conditions other than the specifically listed cardiovascular, mental, or neurological conditions), assuming that you have held a medical certificate that has not be suspended, revoked, or withdrawn and are able to satisfy all of the requirements of...

Yes, that is an oddity. You can use this rule as a CFI, safety pilot, or other required crew member (e.g. in an aircraft that requires two pilots) only if you are also acting as PIC. You'd think that it would be as safe if not safer to fly without a medical certificate when you aren't acting...

Fair enough. If 100% of the carbon in dead biomass always ended up in the atmosphere, fossil fuels would never form. But, as you suggest, it is going to require the right local conditions to sequester a large fraction of the carbon in the soil. The carbon cycle is a complicated thing, which...

If the question is how much CO2 is emitted into the atmosphere over the course of the flight itself, you are of course right. CO2 emissions for biojet vs. petroleum jet fuel are within a few percentage points of one another. But, you are missing a big part of the picture. Making biofuels...

I can't speak for Richard, but personally--as a resident of Santa Monica and a board member of the Santa Monica Airport Association--I am investing a great deal of my time and a fair bit of my money to keep the airport open. And, I wish that you, as a resident of "SoCal" who appears to live...

Two big differences from Meigs: (1) The battle over Meigs was fundamentally one between the city of Chicago and the State of Illinois, as there were no agreements with the federal government that required Meigs to stay open. Santa Monica airport is subject to legal obligations to the federal...