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 - A Cautionary Tale - by Ian Minshull. In the early 1950s my father bought an Allis Chalmers B and I used it for all the row crop work with the mangolds and potatoes, rolling and the haymaking on our farm. The farm and the Allis were sold and I have spent a lifetime working on farms throughout the country. I promised myself that one day I would own an Allis. That time event
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