Rick... I have an extra Lancair battery box you can have for the shipping cost.
 
It is for a 24v system...inside measurement is 7 3/4" by 8". 7" high.
 
 
 
Gordon
 
N144GP
 
N144GP

--- On Sun, 12/13/09, 2Plane <joefish@...> wrote:


From: 2Plane <joefish@...>
Subject: [Lancair] Almost done - some questions
To: lancair@yahoogroups.com
Date: Sunday, December 13, 2009, 10:28 AM


 



Where do I get a battery box for a reasonable cost?

The fuel tanks require placards for qty and type fuel - where do I get those or
make them - from what quality type method?

Using a O-235-L2C engine - can auto fuel be used?

Aircraft data placard, is it builder first name first or last name first? How
and where did you mount it to the aircraft? I hear this is a frequent problem.

How do I balance the spinner assembly? How do I tell if it needs to be
re-balanced?

I'm not the builder but finishing the project for the builder who could not. So
before you scratch your head and ask why I'm asking these questions - that is
why. Thanks

Rick
N357HA











[Non-text portions of this message have been removed]

Rick,

Here are some quick answers.  Depending on what type of battery you have and
where it is, you may not need a battery box.

Here's a good place to start on the auto fuel
thing...http://www.eaa.org/autofuel/autogas/stc_compliance.asp

If the plane is still in primer, any external placards are temporary anyway, so
just us a label maker and stick them on.  A lot of guys get their gas caps
engraved with the numbers, but I think better labels may prevent mis-fueling.

I used the A/S dataplate and had it engraved at a local trophy shop.  First name
first.  I attached it to the fuselage below the left side horizontal stab with
SS pop rivets.  I removed that dataplate for paint and got a nice Lancair one
and it was attached with adhesive in the same spot.  I threw the original
dataplate in with the required paperwork pocket.

When you get your propeller balanced by someone who has the equipment, they
balance it with the spinner on.  I've never had mine balanced, but other guys
have had it done.

Mike Easley
Colorado Springs
Super ES 260 hours



In a message dated 12/13/09 08:28:43 Mountain Standard Time, joefish@...
writes:

Where do I get a battery box for a reasonable cost?

The fuel tanks require placards for qty and type fuel - where do I get those or
make them - from what quality type method?

Using a O-235-L2C engine - can auto fuel be used?

Aircraft data placard, is it builder first name first or last name first? How
and where did you mount it to the aircraft? I hear this is a frequent problem.

How do I balance the spinner assembly? How do I tell if it needs to be
re-balanced?

I'm not the builder but finishing the project for the builder who could not. So
before you scratch your head and ask why I'm asking these questions - that is
why. Thanks

Rick
N357HA





[Non-text portions of this message have been removed]

Where do I get a battery box for a reasonable cost?

The fuel tanks require placards for qty and type fuel - where do I get those or
make them - from what quality type method?

Using a O-235-L2C engine - can auto fuel be used?

Aircraft data placard, is it builder first name first or last name first? How
and where did you mount it to the aircraft?  I hear this is a frequent problem.

How do I balance the spinner assembly?  How do I tell if it needs to be
re-balanced?

I'm not the builder but finishing the project for the builder who could not.  So
before you scratch your head and ask why I'm asking these questions - that is
why.  Thanks

Rick
N357HA

Hi there. I'm designing the Lancair IV-P for x-plane flight simulator. I'm
searching for the POH of this plane so the final result will be as perfect as
possible. Anyone there can help me ?

Adolfo Cáceres

Matt,
The only real way to evaluate a kit that you are not familiar with, is to have
an experienced Lancair builder look at it with/for you.  This should be someone
who has built the same model and knows the history and all the design changes
that have occurred over time.  You will need to be able to tell if something is
missing from the kit or if any part of the construction was not done
correctly.  This is hard to do without a second set of experienced eyes. 
Unfortunately there is some really bad stuff out there, so you really need to be
careful.

Chris Zavatson
N91CZ
360std
www.N91CZ.com




________________________________
From: matt couch <wxfcstr01@...>
To: lancair@yahoogroups.com
Sent: Fri, November 20, 2009 6:07:56 AM
Subject: [Lancair] Lancair 360 purchase

 
As to Rick's question, "What is the current progress of the kit?" The kit is
pretty much complete except for doing some micro and doing the priming &
painting. However I just learned that someone has already purchased the project
so the search continues. I would still like to know what to look for when
purchasing a kit. I am a novice so any info would be appreciated.
 
Matt

[Non-text portions of this message have been removed]







[Non-text portions of this message have been removed]

Matt,
        I think you misunderstood the question. A "kit" can be complete and has
had no work done on it, still in the shipping box! It could also be almost ready
to fly in which case it would be better to call it an incomplete project. To be
able to help you the list members need to know at what stage the "kit" is in.
What to look for will depend on what has been done.
Henry

---------- Original Message ----------
From: matt couch <wxfcstr01@...>
To: lancair@yahoogroups.com
Subject: [Lancair] Lancair 360 purchase
Date: Fri, 20 Nov 2009 06:07:56 -0800 (PST)

As to Rick's question, "What is the current progress of the kit?" The kit is
pretty much complete except for doing some micro and doing the priming &
painting. However I just learned that someone has already purchased the project
so the search continues. I would still like to know what to look for when
purchasing a kit. I am a novice so any info would be appreciated.

Matt




[Non-text portions of this message have been removed]



------------------------------------

Yahoo! Groups Links



[Non-text portions of this message have been removed]

Location would be helpful, as someone may live near you.

Bill

--- In lancair@yahoogroups.com, "wxfcstr01" <wxfcstr01@...> wrote:
>
> I am thinking of purchasing a L360 kit that is almost complete. I've only seen
pictures of it so far and I'm planning to go take a look at it before buying.
Can someone tell me things to look for to make sure the project was put together
correctly. I have never purchased a kit before so I know nothing and would
appreciate all the help I can get.
>
> Matt
>

As to Rick's question, "What is the current progress of the kit?" The kit is
pretty much complete except for doing some micro and doing the priming &
painting. However I just learned that someone has already purchased the project
so the search continues. I would still like to know what to look for when
purchasing a kit. I am a novice so any info would be appreciated.
 
Matt




[Non-text portions of this message have been removed]

Matt,

I can't be much help, but - I think it would help everyone to know where kit
progress is at.  There likely several hundred things to look for and it would be
valuable to know how much is done or remaining to be done to narrow the focus.

Rick

--- In lancair@yahoogroups.com, "wxfcstr01" <wxfcstr01@...> wrote:
>
> I am thinking of purchasing a L360 kit that is almost complete. I've only seen
pictures of it so far and I'm planning to go take a look at it before buying.
Can someone tell me things to look for to make sure the project was put together
correctly. I have never purchased a kit before so I know nothing and would
appreciate all the help I can get.
>
> Matt
>

Hi Rick,



Go get another DAR.  You may also have to go to through another FAA office.
You are the builder and you are the one that determines if an aircraft is
airworthy.  This is Experimental and you wanted to seal it with Elmer's glue
you have every right to do that.  It's your liability not theirs.   I am
sure your tank sealer will be fine.



Craig Schulze

Lancair N73S



From: lancair@yahoogroups.com [mailto:lancair@yahoogroups.com] On Behalf Of
2Plane
Sent: Thursday, November 19, 2009 2:53 PM
To: lancair@yahoogroups.com
Subject: [Lancair] Bad DAR?





I'm new to all of this but I'm getting one heck of an education really
quickly. Now I'm a little concerned that a DAR is having way to much fun
with us.

My friend built a Lancair 235. He can't finish it so I said I would.

Last year, when the wing tanks were filled there were some small leaks.
PR1422B sealant was used to seal small areas inside and outside using a
injection kit. After that cured for weeks - a common motorcycle slosh tank
sealer was used "Northern" to cover up some pin-hole leaks. The Manufacturer
of the slosh sealant verified its compatibility with builder and said it was
OK to use with the original tank sealant and the repair sealant used.

Initially when the leaks were detected the builder got worried and for some
reason called the FAA MIDO office and told them and the DAR he was scheduled
to work with, that the inspection was off and he didn't know what to do to
fix the leaks. The DAR then issued a certification denial recommendation to
the MIDO and the MIDO followed up with a certification denial letter to the
builder.

Now the DAR is saying he will only approve certification if the repairs were
done using a FAA approved aircraft tank sealant. Too late...

This DAR who has never even seen the airplane is becoming a problem in it
ever getting certified and I don't see his justifications. He's told the
MIDO that he thinks the fuel leaks are a representation of poor bonding
between the wing skins and spar and the impending structual failure " could
cause the aircraft to lawn-dart into the back yard of a day-care center".
Yes - thats a quote from the MIDO safety inspector.

The tanks have been repaired and holding fuel without leaks for 6 months.
There is no indication of de-bonding and we've all but picked the airplane
up off the ground by its wing tips to see if there is any movement or
flexing. A call to Lancair about this de-ponding worry only made them laugh.
Is this DAR just out to do the hat dance around his denial letter or does he
have justification to require FAA approved tank sealers? The MIDO office
seems to be just grinning from ear to ear that they have saved the lives of
so many innocent kids in that back yard. Good grief.

Ideas or experiences that would help us move forward are welcome.

Thanks

Rick





[Non-text portions of this message have been removed]

Find another DAR? Get a second DAR opinion? De-register your aircraft number
(junked or something), apply for a new one and move. Unfortunately he is the
local authority and has juridiction in your area.

Glenn

On Thu, Nov 19, 2009 at 5:53 PM, 2Plane <joefish@...> wrote:

>
>
> I'm new to all of this but I'm getting one heck of an education really
> quickly. Now I'm a little concerned that a DAR is having way to much fun
> with us.
>
> My friend built a Lancair 235. He can't finish it so I said I would.
>
> Last year, when the wing tanks were filled there were some small leaks.
> PR1422B sealant was used to seal small areas inside and outside using a
> injection kit. After that cured for weeks - a common motorcycle slosh tank
> sealer was used "Northern" to cover up some pin-hole leaks. The Manufacturer
> of the slosh sealant verified its compatibility with builder and said it was
> OK to use with the original tank sealant and the repair sealant used.
>
> Initially when the leaks were detected the builder got worried and for some
> reason called the FAA MIDO office and told them and the DAR he was scheduled
> to work with, that the inspection was off and he didn't know what to do to
> fix the leaks. The DAR then issued a certification denial recommendation to
> the MIDO and the MIDO followed up with a certification denial letter to the
> builder.
>
> Now the DAR is saying he will only approve certification if the repairs
> were done using a FAA approved aircraft tank sealant. Too late...
>
> This DAR who has never even seen the airplane is becoming a problem in it
> ever getting certified and I don't see his justifications. He's told the
> MIDO that he thinks the fuel leaks are a representation of poor bonding
> between the wing skins and spar and the impending structual failure " could
> cause the aircraft to lawn-dart into the back yard of a day-care center".
> Yes - thats a quote from the MIDO safety inspector.
>
> The tanks have been repaired and holding fuel without leaks for 6 months.
> There is no indication of de-bonding and we've all but picked the airplane
> up off the ground by its wing tips to see if there is any movement or
> flexing. A call to Lancair about this de-ponding worry only made them laugh.
> Is this DAR just out to do the hat dance around his denial letter or does he
> have justification to require FAA approved tank sealers? The MIDO office
> seems to be just grinning from ear to ear that they have saved the lives of
> so many innocent kids in that back yard. Good grief.
>
> Ideas or experiences that would help us move forward are welcome.
>
> Thanks
>
> Rick
>
>
>


[Non-text portions of this message have been removed]

I'm new to all of this but I'm getting one heck of an education really quickly. 
Now I'm a little concerned that a DAR is having way to much fun with us.

My friend built a Lancair 235. He can't finish it so I said I would.

Last year, when the wing tanks were filled there were some small leaks.  PR1422B
sealant was used to seal small areas inside and outside using a injection kit. 
After that cured for weeks - a common motorcycle slosh tank sealer was used
"Northern" to cover up some pin-hole leaks. The Manufacturer of the slosh
sealant verified its compatibility with builder and said it was OK to use with
the original tank sealant and the repair sealant used.

Initially when the leaks were detected the builder got worried and for some
reason called the FAA MIDO office and told them and the DAR he was scheduled to
work with, that the inspection was off and he didn't know what to do to fix the
leaks.   The DAR then issued a certification denial recommendation to the MIDO
and the MIDO followed up with a certification denial letter to the builder.

Now the DAR is saying he will only approve certification if the repairs were
done using a FAA approved aircraft tank sealant.  Too late...

This DAR who has never even seen the airplane is becoming a problem in it ever
getting certified and I don't see his justifications.  He's told the MIDO that
he thinks the fuel leaks are a representation of poor bonding between the wing
skins and spar and the impending structual failure " could cause the aircraft to
lawn-dart into the back yard of a day-care center".  Yes - thats a quote from
the MIDO safety inspector.

The tanks have been repaired and holding fuel without leaks for 6 months. There
is no indication of de-bonding and we've all but picked the airplane up off the
ground by its wing tips to see if there is any movement or flexing.  A call to
Lancair about this de-ponding worry only made them laugh.  Is this DAR just out
to do the hat dance around his denial letter or does he have justification to
require FAA approved tank sealers?  The MIDO office seems to be just grinning
from ear to ear that they have saved the lives of so many innocent kids in that
back yard.   Good grief.

Ideas or experiences that would help us move forward are welcome.

Thanks

Rick

Blake,

You'll get a ton of feedback on this one.

Remember, experimentals are self-certified. The ground rule is that you need
the equipment for the approach you intend to fly. That is also true for
certified. You alone certify that your VOR whatever can fly a VOR approach.
If you don't have it, you can't fly it. Sounds like your're not IFR cert yet
or the instructor would have beat that into your head a bit. If you are IFR
certified you already know that the examiner can only test you on what is in
the plane (unless she/he is magical), so if you only have a VOR (whatever
thingy), you'll be doing nothing but VOR approaches (hint: easiest way to
get your ticket).

That said I still like to have the shop perform the static test just 'cause
they have the stuff and I like to pay them a bit to keep they happy ('cause
we do most of our own work).

If your avioinics guy is uncomfortable with installing avoinics, find
someone else. All new avoinics equipment come with installation
instructions. Following best practices is what installers do and are paid to
do.

BTW - the IFR minimal equipment requirements can be found in your part 91. I
forget the page, but you'll be amazed how simple (not necessarily safe) the
requirements are.

Glenn
On Thu, Nov 19, 2009 at 3:09 PM, blake hermel <bhermel@...> wrote:

>
>
>
> I want to make my Lancair 320 IFR certified. It currently is not, from all
> I can tell. What guidelines should I follow? My avionics man seems reluctant
> and uneducated on working with experimentals. Seeing how I purchased am
> experimental, I would assume the guidelines for FAA TSO approved avionics
> are more relaxed? Can someone shed some light on the subject? I currently
> have the Dynon EFIS, Marker Beacons, NO heated pitot, and a VOR that does
> not work. I am thinking of throwing in a Garmin 430.
>
> N226EE
>
> Blake Hermel
> 26033 Island Rd
> Cleveland MN 56017
> 507-381-0681
>
>
> __________________________________________________________
> Windows 7: I wanted simpler, now it's simpler. I'm a rock star.
>
>
http://www.microsoft.com/Windows/windows-7/default.aspx?h=myidea?ocid=PID24727::\
T:WLMTAGL:ON:WL:en-US:WWL_WIN_myidea:112009
>
> [Non-text portions of this message have been removed]
>
>
>


[Non-text portions of this message have been removed]

I want to make my Lancair 320 IFR certified.  It currently is not, from all I
can tell.  What guidelines should I follow?  My avionics man seems reluctant and
uneducated on working with experimentals.  Seeing how I purchased am
experimental, I would assume the guidelines for FAA TSO approved avionics are
more relaxed?  Can someone shed some light on the subject? I currently have the
Dynon EFIS, Marker Beacons, NO heated pitot, and a VOR that does not work.  I am
thinking of throwing in a Garmin 430.


N226EE


Blake Hermel
26033 Island Rd
Cleveland MN 56017
507-381-0681


_________________________________________________________________
Windows 7: I wanted simpler, now it's simpler. I'm a rock star.
http://www.microsoft.com/Windows/windows-7/default.aspx?h=myidea?ocid=PID24727::\
T:WLMTAGL:ON:WL:en-US:WWL_WIN_myidea:112009

[Non-text portions of this message have been removed]

I am thinking of purchasing a L360 kit that is almost complete. I've only seen
pictures of it so far and I'm planning to go take a look at it before buying.
Can someone tell me things to look for to make sure the project was put together
correctly. I have never purchased a kit before so I know nothing and would
appreciate all the help I can get.

Matt

Hi Bill....
I contacted Lancair today and they told me that the header tanks in both the 235
and the 320 are the same.... they said they only made one tank for the 2
models....
Not sure about the difference in gallons?... I will check this out when Dicks
tank arrives...
Thank you for the information....
Regards...
Ritz....

--- On Tue, 11/17/09, alfred_newman69 <no_reply@yahoogroups.com> wrote:


From: alfred_newman69 <no_reply@yahoogroups.com>
Subject: [Lancair] Re: Looking for Header gas tank for my 235 Lancair....
To: lancair@yahoogroups.com
Received: Tuesday, November 17, 2009, 10:14 AM


 



Make sure you measure before asking to have one sent from a different model.
I've owned both, and the 235 tank held 12 gallons, the 320/360 only 10. I would
say that that all but guarantees that they are dissimilar enough to preclude
cross-use. I also believe that cabin width is a couple of inches wider in the
320.

Caveat Emptor.

Bill

--- In lancair@yahoogroups .com, R Bart <lancair2cloud9@ ...> wrote:
>
> Hello all...
> I am looking for a header tank for my 235 Lancair..... if there is anyone out
here that may have one for sale... please let me know.....
> Sincerely
> Ritz....
>
>
> ____________ _________ _________ _________ _________ _________ _
> Make your browsing faster, safer, and easier with the new Internet Explorer®
8. Optimized for Yahoo! Get it Now for Free! at http://downloads. yahoo.com/
ca/internetexplo rer/
>
> [Non-text portions of this message have been removed]
>









       __________________________________________________________________
Yahoo! Canada Toolbar: Search from anywhere on the web, and bookmark your
favourite sites. Download it now
http://ca.toolbar.yahoo.com.

[Non-text portions of this message have been removed]

Looks like I'm going to have to open these wings up.  Anyone have 235 wing jigs
they are done using?

Rick

Make sure you measure before asking to have one sent from a different model. 
I've owned both, and the 235 tank held 12 gallons, the 320/360 only 10.  I would
say that that all but guarantees that they are dissimilar enough to preclude
cross-use.  I also believe that cabin width is a couple of inches wider in the
320.

Caveat Emptor.

Bill

--- In lancair@yahoogroups.com, R Bart <lancair2cloud9@...> wrote:
>
> Hello all...
> I am looking for a header tank for my 235 Lancair..... if there is anyone out
here that may have one for sale... please let me know.....
> Sincerely
> Ritz....
>
>
>       __________________________________________________________________
> Make your browsing faster, safer, and easier with the new Internet Explorer®
8. Optimized for Yahoo! Get it Now for Free! at
http://downloads.yahoo.com/ca/internetexplorer/
>
> [Non-text portions of this message have been removed]
>

heat gun and a pliers to start. easy on the heat. and yes, use some wedges.

glenn

On Tue, Nov 17, 2009 at 8:20 AM, 2Plane <joefish@...> wrote:

>
>
> Bad news - I looks as if I would have to open the wings on this 235 and
> remove a polymer fuel tank sealant that was used to stop some pin hole
> leaking. The mfg. of the sealant recommends to NOT use their product in
> fiberglass fuel tanks. The DAR is saying no way will he sign it off.
>
> Has anyone opened and repaired the wings on a 235 or similar? Is it even
> possible?
>
>
>


[Non-text portions of this message have been removed]

I have removed and reinstalled a lower wing skin on my ES.  Some minor damage to
the inside of the wing skin was easily repaired with foam and a couple BID
layup.  Some scuffing and grinding and then re-closed my wing at Lancair.  At
least 10 other ES guys have done it too.  I know Joe Bartels opened up his wings
on his IV to enlarge the fuel bays.  The separating of the wing skin is done
with nylon and wood wedges and hammers.  It pops off pretty easily once you get
it started.  Not for the faint of heart!

Mike Easley
Colorado Springs



In a message dated 11/17/09 06:21:04 Mountain Standard Time, joefish@...
writes:

Bad news - I looks as if I would have to open the wings on this 235 and remove a
polymer fuel tank sealant that was used to stop some pin hole leaking. The mfg.
of the sealant recommends to NOT use their product in fiberglass fuel tanks. The
DAR is saying no way will he sign it off.

Has anyone opened and repaired the wings on a 235 or similar? Is it even
possible?





[Non-text portions of this message have been removed]

Bad news - I looks as if I would have to open the wings on this 235 and remove a
polymer fuel tank sealant that was used to stop some pin hole leaking.  The mfg.
of the sealant recommends to NOT use their product in fiberglass fuel tanks. 
The DAR is saying no way will he sign it off.

Has anyone opened and repaired the wings on a 235 or similar?  Is it even
possible?

Hello all....
Wlould anyone know if the 235 and the 320 header tanks the same or different in
size?
 
Dick M. from my recent posting on this site requesting a header tank, has been
very kind to supply me his 320 header tank...
Thanks again Dick....
Ritz
 


       __________________________________________________________________
The new Internet Explorer® 8 - Faster, safer, easier.  Optimized for Yahoo!  Get
it Now for Free! at http://downloads.yahoo.com/ca/internetexplorer/

[Non-text portions of this message have been removed]

Thank you Dick......
Thanks for holding it for me....
I'll send you inforation for shipping...
Regards...
Ritz...

--- On Mon, 11/16/09, dickmitchell2@... <dickmitchell2@...> wrote:


From: dickmitchell2@... <dickmitchell2@...>
Subject: Re: [Lancair] Looking for Header gas tank for my 235 Lancair....
To: lancair@yahoogroups.com
Received: Monday, November 16, 2009, 7:24 PM


 



I have a header tank that I didn't use on my 320 if you think it will work.
Dick Mitchell
435-649-3394
____________ _________ _________ _________ _________ _________ _
Doctorate Degrees Online
Boost your career with an online doctoral degree. Enroll today!
http://thirdpartyof fers.juno. com/TGL2141/ c?cp=qTb9qygV1rZ TdpSyJkeLZwAAJ1A
azzKFXUvLqMf2vJV aUFzXAAQAAAAFAAA AACLo1D4AAAMlAAA AAAAAAAAAAAAAAAA yOQAAAAA=

[Non-text portions of this message have been removed]









       __________________________________________________________________
Yahoo! Canada Toolbar: Search from anywhere on the web, and bookmark your
favourite sites. Download it now
http://ca.toolbar.yahoo.com.

[Non-text portions of this message have been removed]

I have a header tank that I didn't use on my 320 if you think it will work.
Dick Mitchell
435-649-3394
____________________________________________________________
Doctorate Degrees Online
Boost your career with an online doctoral degree. Enroll today!
http://thirdpartyoffers.juno.com/TGL2141/c?cp=qTb9qygV1rZTdpSyJkeLZwAAJ1AazzKFXU\
vLqMf2vJVaUFzXAAQAAAAFAAAAACLo1D4AAAMlAAAAAAAAAAAAAAAAAAAyOQAAAAA=

[Non-text portions of this message have been removed]

Hello all...
I am looking for a header tank for my 235 Lancair..... if there is anyone out
here that may have one for sale... please let me know.....
Sincerely
Ritz....


       __________________________________________________________________
Make your browsing faster, safer, and easier with the new Internet Explorer® 8.
Optimized for Yahoo! Get it Now for Free! at
http://downloads.yahoo.com/ca/internetexplorer/

[Non-text portions of this message have been removed]

Rick:

I hope you have all of the requisite airworthiness certificate and understand
all of the attached Operating Limitations issued to that aircraft.  If not, do
not attempt to operate the aircraft.

Your aircraft is relagated to Phase 1 Operation and has an assigned test area
that may not be anywhere near you, depending on where you obtained and relocated
your acquisition.  If you already have all of that in order, then refer to:

http://www.faa.gov/library/manuals/aircraft/media/ac90-89a.pdf


"The Amateur-Built and Ultralight Flight Testing Handbook" was specifically
called out in the previous owner's Program Letter to be the guide for the flight
test.

You need to be critically familiar with that publication prior to any flight
test.  Once you understand what you are preparing for, then you can plan on what
you wish to modify your project.

Priorities are very important.  You are wise to ask in a place like this. 
Modifying anything at this point will certainly get expensive. Preparing
yourself for FAR 91 operation is your first priority.

Many originally built 235's are still safely operating.

Knowing your Operating Limitations, FAR 91.319 (b), and Advisory Circular
90-89A.  Is your first priority.

One piece of info you did not mention, has your project been Certificated?  If
not, find a DAR, or visit your area FSDO or MIDO to prepare for your
Certification.  I will be happy to assist in that.

Jim  DAR



--- In lancair@yahoogroups.com, "2Plane" <joefish@...> wrote:
Rick Wrote:


> I may be missing the most crucial issues and welcome input on what the
priorities should be.
>
> Rick Wagner
> Cambridge MN
>