I'm not going to go through the whole range of differences Dave and I have on this issue. I like Dave, but he and I will likely never agree on this issue.
He's in law enforcement and has had some departmental training in what constitutes commercial use of a vehicle. That training (usually provided by outside consultants) takes the view that any compensation, or potential for compensation, even something so trivial as the possibility of winning nothing more than a red ribbon for having the second-nicest tractor at a a show, constitutes compensation, and therefore classifies your operaton as commercial. If you tip the scales over 10,000# on your way to or from the tractor show, he will argue and write tickets based on the lack of a DOT number and all that goes with that.
As it relates to planes, his interpretation would ground a lot of young pilots who fly blood for the Red Cross as they try to build their hours so they can start and document IFR training, compensated only by a meal chit and fuel reimbursement.
It's not a personal gripe with him, it's the training and severely strained definition of commerce that I have a beef with.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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