Decathlon input

The only "rub" is if you talk the insurance company into a reduced number of hours/landings. Let me suggest something like 60 or more unassisted landings with a CFI in the back before a solo X-C? That would be a minimum.

Just flying around ought not to count at all. I have over 150 seaplane hours, but a lot of that is cross country, so I would get some dual before jumping into an arbitrary seaplane for water flying.
 
Good morning all. switching gears a little bit here, looking to share my discoveries with equipment and logbook entries and hear your thoughts and opinions (and maybe some ways fwd). there's a few things going on here, so I'll try to discuss in sections (in no particular order):

my LARAGO ELT: needs a new battery in June/July... aircraft spruce has 'em for about $133.00 (P/N: BP-1005). previous owner log... maybe I'll stop saying 'previous owner'.. looks like I'm shifting fault/findings. LOGBOOK entries indicate it was usually changed out every 24mos or so - even the large file bag of loose leafed papers shows battery purchases and identical removal/replacement procedures from Merl. so this should be an easy fix over next two months. (though I'm wondering about international Canadian flights and if I need to consider 'upgrading' to a newer 406-style).. Victoria and Vancouver Isle are only a stones throw across 'the strait'..

my inop strobes & anticollison light: what I have installed is left wingtip uAvionix beacon (with internal anti collision light(?), strobe, and position light). the r/h looks to be an original position light and 'newer' strobe light. the original equipment list does show wing tip pos. lights, tail tip light, and wing tip strobe - I guess what I'm wondering here is - has it always been Whelan lighting(?) ... logbook review shows that in 6/26/2012 there was discrepancy of 'weak strobe lights' and 'owner was going to replace/order a new power supply' - again, loose leaf paper shows invoice purchase during that annual of whelan bulbs. *but I can't find the power supply purchase anywhere. a couple thoughts I'm having are: if the Whelan system is not original equipment - should there be a 337 entry or STC or W&B entry?
additionally, I think I'm 'good' w/ the original equipment list itemizing wingtip strobes (mine are simply inoperable at the moment) - the other finding was during the same annual, pen-and-ink scratchings show that the r/h light was inoperable, and switching the bulbs fixed the problem (again, from 2012). my original discrepancy was the r/h not working - and when I disassembled the wingtip light assly, I found a newish date inked on the base of the strobe (5/2024) maybe? *can't recall specifically
the second part of this is the anticollision light - my equipment list doesn't call for one. but yet in the Whelan installation guide, it talks about aircraft being built/manufactured after 1977 - so I'm wondering if the uAvionix beacon satisfies the anticollision requirement...
the last piece to this is again the documentation - if this was all not-original - shouldn't there be some sort of documentation?

aircraft main battery: logbooks don't show any entry, only the loose leafed papers / invoices / chicken scratch notes - a Concord RG-25*XC*XXC was purchased (and I'm assuming, installed at some point). no 337, no STC, no logbook entry, no W&B update. I emailed Concord asking for any product documentation or available paperwork - and was told, none to be had for my aircraft. website shows an RG-25 available for an 8KCAB but that's about it. equipment list only states, 'battery, 35 amp w/ box'.

I could mention the transponder update - but it looks like that work was done by a specific avionics shop back east. lots of documentation as well, logbook entries, 337's, weight and balance updates

I'm definitely jumping the gun when I shop for new 'legacy'(?) Whelan bulbs and power supply packs on aircraft spruce - but they got 'em. what I want to do, is troubleshoot under the panel and fuse panel to see where all these wires go.. where the shared/common grounds are. look for power at the bulbs, at the power supply. but I'm back in WA and the plane is in OR... so that will have to wait.
I ordered the FAA records review for the N# and Ser.No. - we'll see what comes back - though I think AIC Title svcs already provided me with a list of things they found during the sales transaction.

definitely defeated and bummed the aircraft didn't come back this trip. lotsa' time, effort, and money being shelled out w/o the aircraft here.
but this is what I was looking for. an aircraft to maintain, learn and grow with. something to operate and make mine - make right.

thanks for reading and the little bit of your time if you choose to chime in.
keep you posted as I learn a bit more each day.

best,
b

**quick edit; I should add - SO STOKED to be an aircraft owner. never thought this was possible. been dreaming and working towards this moment for quite some time. I was so happy last night, I emailed AmericanChampion @ tech support just to say hello and thanks for having such a great aircraft!
*Concord battery website mentions to contact AmericanChampion for aircraft built prior to 1980 - so I'll do that and see what they say.
*found on ACA website, Service Ltr.441 mentions approved sealed batteries; Concorde RG-25 is listed. this is a good find!
*last update and I need to take a break; Svc.Ltr 446 is elevator cable inspect/replacement...'cables SHALL be replaced at 1000hr..' hmm... I don't think this has ever been done. and I'm nearing 1500hrs TTSN. interesting find.. to be cont'd.
 
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I would say these are truly minor problems for a newly purchased used aircraft.

Check out Bart's biplane purchase for how one can come out not nearly as good as you - sounds to me like you got an excellent deal.

Not sure I understand the battery problem. Gill and Concorde run the show. I am using Odyssey with great success.

Yes, look for a wiring problem in the strobes.
 
I wish I had a dollar for every time I found a bad ground on any given electrical component in these aircraft. It happens a lot and what you will also find is that in some instances you will see six grounds stacked up on one short PK screw that just happens to be in a worn out hole and loose. I agree with Tangogawd's previous comment here.
 
potterfield said:
ahoy, folks. bummer news to report today..
whelan strobes completely inop… annnnd….
we discovered in logbook today that the transponder has not been checked since (maybe install??) back in 2021..
sooo.. tried running it on test equipment today - did not pass. power and mhz…

sooo… we’re not too comfortable flying xc w/o a transponder (ads-b out)…
either shopping for new garmin gtx 326 OR send this one out for repair… approx $800..

went from going real good to all-stop.

keep ya’ posted.
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I wouldn’t put too much weight in ADSB, could post a whole thesis on it, but the less you use/trust it the better you will be

congrats on the plane

I’d look at LEDs, these days never swap a light for anything but a LED or HID

insurance wise I’d also call BWI, very good

if ya need help with some CFI dual id be happy to help
 
My opinion, because you asked for it, go fetch your airplane.

Having had worked in, and still have friends in the search and rescue business, which is still booming here in Alaska, I'm am a fan of 406 ELT. That said, I would replace your battery, and put the ELT upgrade into the "Next Available" list.

You're required to have an "anticollision light system" per 91.205. Strobes (wing tips) or beacon (top and/or bottom of fuselage) work for this. I like LED, but you are right, there's good chance its a ground. BTW, 91.205 states that "In the event of failure of any light of the anticollision light system, operation of the aircraft may continue to a location where repairs or replacement can be made". Fly it home, where your tools, and time are, and fix it there.

ACA has a letter that allows for many batteries to be installed, including the SBS-J16 lightweight battery. AC 43-13 allows for any lead acid battery to replace a lead acid battery...... I know guys running motorcycle batteries in their airplanes. I dont recommend it, but, its their interpetation of the law.

Interpetation of the law, which brings me to logbooks..... As a fellow Military Mechanic gone General Aviation, I too struggled transitioning to the pile of MESS that is GA logbooks. Nearing two decades later, and this is MY opinion, but I've come to terms that logbooks in GA are nothing but LIES and only the story that someone wants to tell, so just take it with a grain of salt. I know, I know, hard to hear, but its true. There is actually a bit of "interpetation" leeway given to mechanics and IA's by the FAA, and that is a good thing! We do not want the FAA to give us their interpetation, they are no longer in the business to promote aviation. Side note, I have several friends that have quit the FAA from several capacities, due to the bureaucracy.

Service Letters are not mandatory for 91 ops. Only AD's are. I do-do them, but in an as convenience allows timeframe.... many people just don't, and thats ok too.... I suppose.

My opinion is, find an experienced CFI, and a some white tape with the word "INOP" scribbled on it, and get that plane home, so you can really start learning!!!

And feel free to reach out if you'd like. I'm happy to give you my "interpetation" or "opinion" anytime
 
everyone, thanks so much for the insight. each moment of the day where I here the roar of a horizontally opposed four (or more) cylinder engine, I think to myself 1) damn!! I wish I was flying... followed by and immediate 2) I will be someday soon!

I'll get these hiccups ironed out. the aircraft will be airworthy for the next round of training. this week has definitely taught me a lesson in some patience and understanding of the FARs.
*great point, Tangogawd - my military career as much as it's taught me, has me wound up tighter than a snare drum.

I'll work to stay in the books and keep reviewing. I'll probably order some stuff on spruce this week (ELT battree' , case of oil, something else I think I need). speaking of review and purchases- when is the right time to consider parachute purchase(s)??
 
Parachutes? Just before you get good enough to carry passengers in aero flight. They are expensive, expensive to repack, and some riggers will refuse to repack when they get old (ten years?). If something breaks, getting out may be impossible anyway.

I personally avoid snap or high G maneuvers. Chance of something breaking is about the same as in a 60 degree turn. I will do a snap roll in someone else's airplane with their permission or request.

Once again - take a Decathlon qualified pilot with you. Cheap insurance.
 
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Potterfield- I just got caught up on your adventure, and I want to say thanks for posting all of that. I recently started my search for a KCAB or GCBC. It's a pretty daunting proposition, as someone who has never purchased an aircraft before, and it's comforting to see that you are surviving the process. I'm also keen to learn about the connections and people you meet; since I live in Oregon, resources like a shop familiar with the type would be really useful.

I took my first Decathlon flights at Bend, what a great place to fly.

Please continue reporting as things evolve.
 
I will say this on parachutes

Go to a drop zone and get some training, I’d at least get to the point of a successful solo jump (look into AFF)

Having to bail out of your own plane is a hell of a time for “on the job training”

I would also have your rig packed with a ram air reserve

Look for a good container with a bad parachute or something and buy a new reserve.

It would suck to survive a wing coming off or something only to tib/fib yourself on landing because you can’t flare the round well, or end up landing in the middle of a freeway because you can maneuver the round.

Basically it would be like buying the cheapest pistol and ammo you can find, never training with it or even firing a single round at the range and carrying it for protection

On that note many experienced jumpers flat out refuse to jump rounds like, what most of the emergency rigs are packed, with for these reasons

When I flew full time drop zone, all of our pilot rigs were softies back rigs packed with PD ram air reserves


I see some folks who wear rigs but it’s almost more a emotional support type deal, having no training or having a rig that’s junk to the point riggers don’t want to touch it, I figure might as well just not have it.

size wise you want a little over 1sqft of nylon for every pound you weigh
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I also like to have a hook knife on my person, even for non aerobatic ops
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UPT Metal Hook Knife

UPT Vector Metal Hook Knife, aluminum. This is the metal hook knife that fits in Vector3 hook knife pockets along with other manufacturer hook knife pockets.
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Harnesses can save you, but they can also kill you

TLDR: Get trained and get good gear, talk to your local drop zone for training and a good rigger recommendation
 
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potterfield said:
everyone, thanks so much for the insight. each moment of the day where I here the roar of a horizontally opposed four (or more) cylinder engine, I think to myself 1) damn!! I wish I was flying... followed by and immediate 2) I will be someday soon!

I'll get these hiccups ironed out. the aircraft will be airworthy for the next round of training. this week has definitely taught me a lesson in some patience and understanding of the FARs.
*great point, Tangogawd - my military career as much as it's taught me, has me wound up tighter than a snare drum.

I'll work to stay in the books and keep reviewing. I'll probably order some stuff on spruce this week (ELT battree' , case of oil, something else I think I need). speaking of review and purchases- when is the right time to consider parachute purchase(s)??
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take a deep breath, relaxxxxxxxxxx, and smile after all of this hard work finding the right airplane for you!

thank you to everyone that has posted to help Mr. Potterfield! it's exciting and such an emotional roller coaster until it's there in your hangar with the chocks set. we're here to help so don't hesitate to ask questions as they pop up. I'd also say to avoid spending any money on legacy lighting products, the new LED stuff is even much better than LED stuff from five or ten years ago!

Very happy for you.
 
morning, forum goers.. ahoy from thee PNW out here on the Olympic Peninsula. I sent an email to the shop in Bend yesterday, inquiring about any status updates w/ the transponder to Garmin and haZA! they replied back within four hours or so that it had just arrived back to the shop. SO... working to figure out when and where they can install it and run the test again. not sure if they'll grab test equipment and head to 'my' hangar or they'll want the plane in theirs should they need to troubleshoot further.. which may need to be scheduled out would be my guess.
my ELT batt'ree is also due next month so I'm wondering if I should A) order it and deliver it here to Port Angeles and then take it with me when I drive to Bend next... but B) if I fly to Bend via commercial - can I check that ELT battery in my luggage? TSA doesn't surprise me anymore and I can only imagine they yank that battery and when I open my bag in Bend = battery. gone. or maybe C) order it and have it shipped to buddy's house for safe keeping until I arrive..
aside from that - no other updates to report. not sure when I'll be able to sneak down there again. not sure what the training window will look like when I do go. I've got a 4day weekend this Memorial Day - but it's just too last-minute to scramble down there and explore next steps..

in other news - I stopped into Rite Bros aviation here and scheduled myself for some 172 time w/ an instructor. help knock rust off, keep rust at bay, work towards some recency/currency. I like this option b/c it helps 1) local business and 2) I won't be trying to play all-things-catch-up next time I sit in the Decathlon..

anyhow - thanks for tuning in and the moment of your time. I felt like I had fast-hands in the cockpit for this last pickup training and ferry flight event. this time will be a little slower and more methodical.

got a real nice morning out here today! cloudless and alpenglow sunny peaks!
if you're flying, have a fun and safe flight - I'm living vicariously through ya'!!

best,
b
 
You are allowed to operate for 90 days without an ELT with a simple logbook entry.

If you feel the need to knock off rust in a 172, do take a Decathlon instructor with you for the ferry flight.
 
Ok - I may be way out of line here, but if you do not have over 50 hours tailwheel time, I do not think you should attempt a solo ferry flight. The reason I am getting out of line has to do with insurance - in the olden days a groundloop was not a big deal. It is now - it typically involves an engine teardown, a new prop, new spars, and often fuselage work. Fifty grand is what we are seeing, even for Cubs, and even when I do the wing for cheap.

That comes back to bite us all in terms of higher insurance rates.

Flying in the pattern is one thing; going off to a strange airport for fuel after a three hour flight is quite another.

I would love to see statistics on low time pilots buying and ferrying a new airplane home. From my limited experience, a ground loop is almost inevitable on the first solo landing.
 
Bob Turner said:
Ok - I may be way out of line here, but if you do not have over 50 hours tailwheel time, I do not think you should attempt a solo ferry flight. The reason I am getting out of line has to do with insurance - in the olden days a groundloop was not a big deal. It is now - it typically involves an engine teardown, a new prop, new spars, and often fuselage work. Fifty grand is what we are seeing, even for Cubs, and even when I do the wing for cheap.

That comes back to bite us all in terms of higher insurance rates.

Flying in the pattern is one thing; going off to a strange airport for fuel after a three hour flight is quite another.

I would love to see statistics on low time pilots buying and ferrying a new airplane home. From my limited experience, a ground loop is almost inevitable on the first solo landing.
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I agree minus insurance rates are going to go up no matter what IMO, I can’t remember the year when there were few crashes and my rates when down
 
Well, check out the rates for the Carbon Cub. Rich folks buy them, land on sand bars, fix them with insurance help, then do it again.
I heard thirty grand for yearly hull premium. I don't think a comparably priced Cirrus costs that much to insure.

My rates went down last year - same coverage. Might be because I fly 300 hours a year, and have never had a claim.
 
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