N736LE Appraisal Notes
736LE Notes
Serial number NA 736
Tronair tow bar
Sperry Color Radar
7 belted passenger seats
N800AF
N731MS
N852A
CAMP log 1993 to 1995
CAMP log 1991, 1992, 1994
1987 Hawker 800A – FAA says 1989
CAMP report dated 9-22-2000 for N731MS 9838 TTAC – 8084 landings – 875 APU hours – 2312 APU starts
Engine model TFE 731-3-1M – Serial number P80308
Engine log entry for N736LE dated 9-16-2003 – TTAF 8493.1 – CSN 7732 – LSN 7732 – engine hours 4593.4 – engine cycles 3347
Lob books
Most early logs have water damage
NA 736 log book starts May 1975 and ends Sept 1979
NA 736 log book starts Oct 1969 and ends May 1975
NA 736 log book starts Oct 1980 and ends Dec 1991
NA 736 log book starts Aug 1996 and ends May 1999
NA 736 log book starts Jan 1992 and ends Aug 1996 N112M is tail number this log
NA 736 N800AF log book – is just a blank log book
NA 736 N800AF log book starts Sept 1999 and ends Jan 2009
At Jan 28 2009 log entry hours 8495 – cycles 7740 – landings 7732, for NA 736 N800AF
NA 736 N736LE Right engine, per 01-01-2007 log entry – 8495.8 TTAF – 7740 cycles – 7740 landings – 4585.8 engine total time – 3471 engine cycles
Left engine SN P 752 04C – Model TFE 731-3R-1H, per log entry dated 1-3-2007 – TTAF 8495.8 – cycles 7740 – landings 7740 engine total time 4354.4 – cycles on engine 3471
Flymall June 2016 Newsletter
Welcome to our June 2016 Newsletter.
The team at Flymall.org recently attended the British & European Bike Day. We had one bike for sale, a 1970 Triumph 650 Tiger which received a lot of attention. We also had our 1975 Lomax 223 Roadster on display in the show.
We’re looking for aircraft inventory. We’re cash buyers for your aircraft. We have a very nice Bonanza A36 for sale and a EAA Biplane. Whether you’re selling or buying, give us a call and make a deal. Click here to view our current used aircraft inventory.
If you’re looking for some fun outdoor activities (summer is a week away) visit our day tripper section of the Flymall. There is something for everyone. You can also visit our events calendar for other scheduled events.
For the automotive enthusiast if you are looking for car parts or classic motorcycle parts visit our online store at Flymall.org – click on the store icon. For antiques and other collectables visit our classified page. Our newsletter subscribers can list items in our store for free. Please contact us for details.
Send us a friend request on Facebook to get daily updates. You can get to out Facebook page at Flymall.org and click on the Facebook icon at the bottom of the page. You can also visit our appearance schedule by clicking here.
Want to advertise on Flymall.org? Contact us for details. You can write a tech tip to promote your business and we’ll post it in our tech tip section. We can also advertise your company at the bottom of our wheels and wings page.
That’s all until next month.
Flymall April / May Newsletter 2016
Spring is trying make an appearance here in the northeast. We got a taste of it back in March and early April however May has been on the chilly side. Regardless of the weather the team at Flymall.org has been out supporting numerous air-shows, airport open house events, and car & motorcycle shows. You can visit our appearance schedule to find out where we will be at next.
Aircraft sales are still on the rise. We’re selling more and high end piston singles and they are bringing good money. Click here to view our current used aircraft inventory. Click here to view our featured used aircraft this month. We need inventory, so if you have something to sell give us a call. We can sometimes offer cash for your aircraft. If you plan to leaseback your aircraft you may find our leaseback calculator useful – click here for our leaseback calculator.
If you are buying or selling you may want an appraisal. The team at Flymall.org is industry trained for appraising classic cars & motorcycles as well as aircraft. We do numerous warbird appraisals each year. We average about 100 appraisals each year including rare cars, motorcycles, vintage aircraft, and more. Visit our appraisal page for more information.
As we near the summer months there will be more and more air-shows and classic car & motorcycle shows. You can visit our events calendar to find out what is going on in your area. For the automotive enthusiasts visit our classic car cruise in page to find local car shows and other events.
Harry has also been busy putting the final touches on an aviation degree program to be offered at the flight school he manages. Click here for more details.
Stay tuned for more exciting features coming to Flymall.org in the next few months.
IFR Oral Guide – York Checkrides
- Best guideline – PTS and ASA Oral guide (Red book).
- A clock is required to be on board in an IFR flight? If yes, why?
YES, for:
- Partial panel operations.
- To time outbound and inbound legs in HOLDS
- Taking time from FAF to MAP. ETC.
2) CIRCLING approaches. Where can we find information about it? (in the approach plates book. In one of the first pages there’s a table stating where you should commence your missed approach. (Varies between Aircraft Categories).
3) DON’T FORGET THAT AT KTHV IT IS STANDARD TRAFFIC PATTERN (LEFT TURNS), so in case you circle to land after executing one of the RNAV approaches at KTHV you will have to break off the approach to the RIGHT to join a left pattern.
4) Oxygen requirements. Passengers/pilots, at what altitudes?
5) Currency requirements – (6 approaches within the last 6 months etc..)
6) In order to meet the requirement and stay current you’ll have to shoot 6 instrument approaches, perform holds ets… HOW MANY HOLDS DO YOU NEED TO DO TO STAY CURRENT? (the exact amount of holds is not specified in the FAR)
7) Holds:
- Leg time.Above 14,000 ft = 1:30 minutes for each leg.
- Bellow 14,000 ft = 1:00 minute for each leg.
- Holding entries, how to determine the proper entry procedure (direct, parallel, tear drop).
- GPS HOLD – normally 4 miles leg, time is not required.
8) MSA in GPS approaches depicted differently than other approaches. Its broken down to sections on the chart instead of one circle. (see RNAV 17 at York for example)
9) IFR FLIGHT PLAN – he’ll ask you to plan an IFR flight plan during the oral.
- You need to bring FLIGHT PLAN forms (like the one used for x country planning on private training).
- He normally asks you to plan a flight from KTHV to KAGC using the current weather conditions for the same day. He expects to see if you can determine if an ALTERNATE is required for the same trip or not. You need to choose altitudes, route etc.
- He could ask – what are the most important things to check in regard to weather for an IFR flight. (FREEZING LEVEL, WINDS ALOFT, RADAR etc.)
- If freezing level is at 5000 and you’ve got to conclusion that clouds starts at 4000 you wouldn’t go more than 4,000 because you will be subject for icing. (low temp + visible moisture = Icing).
- How do you know what the freezing level is? WINDS ALOFT, or FREEZING LEVEL CHART. On Winds aloft, temperature is provided. You may use the lapse rate for temperature drop in standard conditions (2 degrees for each 1,000 of ft) for example: if at 6000 you got 6 degrees Celsius, so at 9,000 you’ll have 0 degrees Celsius. Therefore, we won’t climb as high as 8,000/9,000 !!
- How do you choose Altitude? FRZ LEVEL, CLOUDS, WINDS etc.
- He might give you scenarios using the IFR low chart. (When do you need to file an alternate, how much fuel you got to carry etc.)
10) RAIM – What is RAIM?
- How can you check integrity for the entire route? (in the GPS we can only check one point. In order to check RAIM prediction for the entire route we HAVE TO ASK THE BRIEFFER (!!)
11) How many satellites available to us? How many do we need?
12) WAAS
13) Instruments:
- Describe how does the Pitot tube work?
- What Instruments powered by the pitot static system?
- What Instruments powered by the Gyro/Vacuum System?
- What indication received from the Airspeed indicator when the pitot tube is clogged?
- Instruments ERROR in general.
14) When could you decent pass the DA/MDA/DH?
15) WEATHER:
- AIRMETS VS SIGMETS
- ICING
16) What do you require to do upon executing circling maneuver and you suddenly have no visual with the runway? (fly back over the runway and try to execute the missed approach from there)
17) MSA ESTABLISHED FOR..? (Key word = emergency. if you maintain at or above these altitudes you remain clear of obstacles)
18) ILS COMPONENTS (glide slope, LOC, Markers, Approach lights). Can you fly the ILS if one of them is INOP?
19) CLEARANCE (probably to KAGC – as you planned)
20) If ATC assigned a heading do you have to comply? No, in case it affects the safety of the flight (I am the PIC)
21) What do you do if you notice that you are about to over shoot the final approach course while given vectors to final? (MAINTAIN PRESENT HEADING AND QUERY ATC)
22) What is the A inside the triangle in the approach plate in the notes section?
23) What is the T inside the triangle in the approach plate in the notes section?
24) INSPECTIONS – (100 hours etc..)
25) VOR CHECKS + deviation (+/- 4 or +/-6 degrees)
26) MANDATORY equipment/Instrument for IFR.
(Atomato flames, grab card, Equipment list which can be found in the POH in the W&B section)
27) Is it mandatory to have an operative Magnetic Compass during IFR flight?
28) When would you report an emergency/urgency or advise ATC you have a problem?
- Minimum fuel
- Lost an essential instrument or equipment. (any of the Gyro instruments, VOR, GPS etc.)
- Ice has formed/starting to accumulate.
- Anything that can affect the safety of the flight or the safety of your passengers.
- If encountered bad weather activity. (Thunderstorm, Turbulence etc.)
Feb / March Newsletter 2016
Welcome to our February/March 2016 Newsletter. Spring has arrived in the Mid-Atlantic area. We had one blizzard during the winter. Click here for pictures of the blizzard of 2016.
With the arrival of spring and summer there will be lots of air shows, car shows, county fairs, etc. You can visit our events calendar to find local and national events. Our calendar has over 25 categories and is searchable by key words. You can even have the calendar email you a reminder about an event. Many air shows and car shows are used to support charities and medical research. You can use our events calendar to search for events that support your favorite charity. For example search our calendar for “alzheimers” to find events that support or give money for alzheimers research.
You can also visit our classic car cruise in page for information on cruise ins and other wheels and wings events. Click here for Harry’s Classic Car Cruise In page. Check our Classic Car Cruise In page for special offers and events at the Montgomery County Airpark. Harry is working with the owner of the café to offer special discounts for folks that drive/fly a classic car or vintage aircraft to the airport for lunch.
We are still seeing an increase in aircraft sales activity. Folks are buying aircraft again and we need inventory. If you have an aircraft to sell please contact us to see what we can do for you. Click here to view our current inventory.
The classic/collector car and motorcycle market is also on the rise. Currently we have a very nice award winning Triumph 650 Tiger motorcycle for sale. Click here for details on this bike. Harry will be showing this Triumph along with other vehicles in his collection of rare and vintage three wheelers. Click here to view vehicles in the collection. Click here to view Harry’s schedule that shows where he will be showing bikes this year.
If you are in the market to purchase a collector car or motorcycle, aircraft, or other vehicle visit Harry’s Market Watch to research actual sale prices. This is a searchable database, searchable by any combination of make, model, and year. Harry can also do an appraisal for you before you buy or sell. Visit our appraisal page for information on our appraisals.
Harry has been busy at the Washington International Flight Academy developing some new programs. He has partnered with Catonsville Community College on some degree programs. Pilots will soon be earning college credits for their flight training and be able to earn an aviation degree at WIFA. For the latest updates on this program click here for flight school news.
Thanks for reading. Stay tuned for our next newsletter.
Fly Fast
Here are some simple tips to help get more speed out of your aircraft. Number one is to relearn what the rudder pedals are for. Hint, they are not foot rest. Anytime you are at the controls of the aircraft your feet should be on the rudder pedals, I often use the term “Your feet should be velcroed to the pedals”. You should keep just enough pressure on both pedals to keep the rudder from moving around. This is basically what a yaw damper does on a large aircraft. Once the rudder starts moving a bit you start to get some lateral acceleration which takes away from your forward acceleration or forward speed. It also should go without me saying that the ball should always be in the center – zero sideslip. With zero sideslip the aircraft is moving through the air as clean and streamlined as it can. Any sideslip at all will slow you down. When in coordinated flight the aircraft has the smallest possible profile to the relative wind. As a result, drag is at its minimum. The FAA defines a slip (ball not in the center) as an intentional maneuver to decrease airspeed so why would any pilot fly in cruise flight in a slip? Many pilots will fly most of their flight in a slip simply because they do not use the rudder pedals properly.
Most instructors as well as pilots tend to dismiss “seat of the pants” flying but I always try to teach it and point out how to use your seat of the pants sensations to help improve your flying skills. I can actually feel in my body when the ball is not centered, I do not need the flight instruments to tell me this. When the ball is in the center all occupants should perceive their weight to be acting straight downwards into their seats. To sum this up coordinated flight is preferred over uncoordinated flight because it is more comfortable for the occupants and it minimizes the drag force on the aircraft. Also remember that it is important that rudder and aileron inputs are coordinated during a turn so maximum aircraft performance (speed) can be maintained.
Here is what the FAA has to say about coordinated flight: In proper coordinated flight, there is no skidding or slipping. An essential basic airmanship skill is the ability of the pilot to sense or “feel” any uncoordinated condition (slip or skid) without referring to instrument reference.
Second tip for more speed is to understand how to properly lean the mixture. Your engine is most efficient when it burns all the fuel in the fuel/air mixture. This is the best economy setting. It creates the hottest exhaust temperature, which registers on the EGT and is commonly called the “peak” temperature. If you lean beyond the best-economy mixture, excess air tends to cool the exhaust—but the engine runs poorly. If you richen the mixture, the extra fuel also cools the exhaust—but fuel economy suffers. An engine produces the most power at the best power mixture setting, which is slightly richer than best economy. At best power, the exhaust temperature is typically 100 degrees to 150 degrees cooler than peak EGT. Although best power results in a higher airspeed, it also increases fuel consumption.
Next we can pay attention to the weight and balance of the aircraft. Load the aircraft towards the aft of the CG envelope as possible but stay within the legal limits. At aft CGs, the airplane will be less stable, with a slightly lower stalling speed, a slightly faster cruising speed, and less desirable stall characteristics. It is important to understand the point that I am making here, ALWAYS stay within the CG envelope. As the aircraft nears the forward limits and the aft limits the handling characteristics and performance of the aircraft changes – towards the aft end of the APPROVED CG envelope is better for more speed.
Fly Fast and SAFE.
Instrument Checkride Jan 2016
We started the oral exam by going over all the documents and paper work required for the check ride.
The examiner then briefed me how the oral and practical parts of the check ride will proceed
In the oral part of the exam we mainly spoke about the following subject (2 hours):
Requirement to act as pilot in command under IFR-
How I would check the GPS, VOR systems, and radio systems.-
Pitot static system-how does it work –
-Weather services- and then he asked me a few question about it like: What does it mean freezing level and why is it so important…
-Approaches – We talked about the approach plate where can you find the approach plates, different circling scenarios, decent past the DA/DH, etc.
-Cross country planning – as part of the oral exam he asked me to plan a cross country flight from KTHV to KAGC with the current weather information and to decide if I need an alternate airport or not.
The practical exam (1.4 Hobs):
The examiner simulated clearance delivery from KHTV to KAGC based on the flight plan that I planned.
We started with ILS 8 at KCXY and after that we did LOC 8 in KCXY. From there we turned back to KHTV and he asked me to do RNAV 17 and hold at WABEP.
Dec 2015 Jan 2016 Newsletter
Flymall Dec 2015/Jan 2016 Newsletter
We continue to see an increase in aircraft sales activity in both the US market and the international market. While many of our aircraft sales clients are repeat buyers/sellers we are also getting many new referrals from banks, finance companies, title companies, etc. We’ve been able to streamline the aircraft sales process by posting all pertinent information on the Flymall; this includes broker agreements, sales contracts, etc. We sell aircraft quicker and our process requires less work for both the seller and the buyer.
Our classic/collector car/motorcycle sales are also on the increase. Currently we have a very nice Triumph 650 Tiger for sale. This bike has won numerous awards at shows in the northeast region. This would make a nice addition to any collection, to be used as a show bike or a rider. It is very near a perfect bike.
Harry’s newest adventure with the Washington International Flight Academy has also been very successful. In one recent week we had over 10 applicants take checkrides and all passed on the first attempt. The checkrides included private pilot, commercial, instrument, and several instructor checkrides. Harry continues to expand the school and their international students. He is in the process of securing contracts with a few airlines (domestic and international) to train all of their new hires.
Car show season is just around the corner. Visit Harry’s classic car cruise in page for information on local shows, cruise nights, and more. You can also visit our appearance and schedule page to see when/where Harry will be displaying vehicles from his collection of rare and vintage three wheel vehicles.
Stay tuned for more news in our February 2016 newsletter.
CFII Checkride
This is an older CFII Checkride – date unknown
The oral portion of the checkride.
All areas of special emphasis described in the PTS
Positive Aircraft Control — describe what it is, why it’s important, how to do it
CFIT — The basic principle behind it… why it’s important to be aware of as VFR/IFR pilots
Wake Turbulence—- I was given a simple scenario…. (ie.. land beyond the point of touchdown of the jet)
How do you recover from a spin
Went over all the AOPA airport flashcards: http://www.aopa.org/asf/publications/flashcards/RWcards_lo.pdf
Is your aircraft approved for flight into known icing? What de-icing capabilities does the a/c have?
Talk about LAHSO… what are you going to tell your students about it?
We continued to go through various questions important to the FARs
examples:
– What are you going to tell an initial student for the IR when you first meet them?
– What are they going to have to do to receive their license?
– How many hours are you allowed to fly in a simulator for part 61? (10hrs)
Then we went on to talk about approach plates and how to read them.
What is the difference between a DH and MDA….. what are you going to tell your students?
I did not have to go over teaching how to do a flight plan even though it’s in the PTS
Known and understand weather
There were a few other questions on the approach plates. Be familiar with all the symbology and interpretation of them.
Here is the flight portion of this checkride. Departed KFDK and flew north east under the hood. First was steep turns to both directions under the hood. Next was unusual attitudes under the hood. Then we flew direct to EMI….. fly the published hold and VOR34 into KDMW partial panel. On the missed for the approach, it was vectors to intercept NUMBE and then fly the ILS 23 back to KFDK. Oral portion probably lasted from 10am – 1130. After a 20 min break to prep the plane we flew for 1.2 hrs.
Instrument Instructor Checkride Jan 2016
The Oral portion: Most of the discussion involved the G1000.
He wanted me to tell him about the components of the system, what controls what (AHRS, Air Data Computer Unit etc’ and the relationship to the different flight instruments).
I was asked to open a GPS approach plate and explain it to him. During this discussion he combined questions about the G1000 system again (i.e.- how do I physically load the approach and chose which would be my IAF, if there is a procedure turn involved- would it be loaded automatically or do I need to tell the system I am executing one. Things like that etc…).
Then he asked me to explain and give him a quick lesson about VOR.
During these discussions he added FAR questions (can I hold more than once? What are DP’s and Star’s? ATC questions…).
That was pretty much it. We sat for about 1 hr.
The Flight Portion:
He started the airplane, took off, gave me the controls right after. He wanted me to fly the ILS 8 at KCXY using the autopilot. He told me we would fly a low approach without going missed and then heading back to York to do the RNAV 17 with WABEP as the IAF (WABEP requires a procedure turn). Approaching WABEP he took the controls and started flying manually. We flew to WABEP and did 2 holds. During the holds he made students mistakes (non-standard turns, losing altitude) which he wanted to show me what ‘fixation’ leads to. He circled to land on 35 and that was it. The flight portion was not even an hour. During the entire flight it was important to him that I would be the only one handling the radio.
