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Of course, it’s not a traffic cop and doesn’t know if you are flying under IFR rules where it may be required or under VFR rules where it does not. But Jepessen would stop displaying charts expired for more than 6 months if i recall properly, i think Garmin charts has a limit too. Sent from my iPhone using Tapatalk

Can't do it. I had to buy two..

I could take 118 gal with Monroys. My bladder would not permit such long flight, though. My usual load for XC flights with wife is about 80 gal whcih lets me take a reasonable amount of luggage for the two of us, stay within limits and make 3.5-4 hr legs.

Will a GNS/GTN even let you fly an approach with an expired database?

100 gal is a lot of fuel, don't need that most of the time, in order to carry 4 people I take everything out that is not bolted down, tools, survival stuff, canopy cover, cowl plugs, oil, TKS fluid.... then she will carry 4 people on a short hop, and yes I could probably loose 20 lb

Various older forms of fiberglass it looks like, not asbestos. The folks hoping for my demise can stop salivating now...

1975. I looked at the diagrams but do not see anything there.

Yes, Bravo is a great traveling machine and I love it. In my case with Monroy tanks and my rather chunky body, if I fill the tanks, it becomes a one person and small luggage plane . My guess is that the best way to increase payload would be to decrease my own body weight...easier said than done.

I was joking about the immediate threat of death, but asbestos does have a unique and potent combination of cancer-causing properties. When it fragments, it generates fibers that have a critical combination of 3 features: (1) very sharp and stiff (2) very fine and light, allowing them to float all the way to the outer lining of the lung (pleura) and impale themselves there. (3) impossible for immune cells (macrophages) to digest or wall off at this location, leading to chronic immune activation and ultimately mesothelioma (cancer of the pleura). Interestingly, fiberglass has features (1) and (3) but lacks feature (2) - the fibers are generally too heavy to float deep into the lung. There is some link between fiberglass dust exposure and mesothelioma, but it is much, much weaker than for asbestos, probably for this reason. You have to have a large, sustained (typically occupational) exposure to asbestos fibers to devlelop clinically evident asbestosis. By contrast, even a few of these fibers in your lung can ultimately cause mesothelioma - hence even modest exposures are best avoided, and people rightly go apesh*t when asbestos needs to be handled in a way that causes it to fragment.

What year is your bird? I would start with the interior section of the appropriate Illustrated Parts Catalog.

It will be interesting to see how the insurance industry deals with this. I think it naive to believe that they will limit themselves to filling no more than the co-pilot seat (in a 4 seat plane) or staying below 10,000 ft. You said "Long story short: I'm all for obtaining more pilots into our community." Let's think about who this will attract: It will attract individuals whose health or vision previously precluded them from passing a Flight Physical. You can be half dead and still get a driver's license in most states. In Texas a driver's license is valid for 8 years (under age 84) - so even if your health declines, the license is still valid for a long time. And you can be pretty blind (with correction) and still pass the vision test for a drivers license. In Texas you can get a drivers license (with limitations) even if your CORRECTED VISION IS ONLY 20/70. The new Sport Pilot regs makes no distinction for a drivers license with limitations - all you need is a "drivers license". It will allow existing older pilots, with declining health such that they are no longer fit enough to pass a Flight Physical or BasicMed, to keep flying. I suspect they will keep flying just as they always did - filling the seats if they wish and flying above 10,000 ft if they wish. It will attract those that just want a quick and easy path to fly. They don't strike me as particularly committed to grow skills. Regarding older pilots of declining health, it shifts the burden to family members to "take the airplane keys way from grandpa" or "don't let the kids/grandkids fly with your Dad"

have not heard anything lately and have a hunch that this boat has sailed, neither the engineering resources nor the money are there, as a retrofit the gross weight increase would have been prohibitively expensive, might have made sense for new airplanes of which there are none, simplest way to increase payload is to take rear seats out, that saves about 30 lb, MT prop maybe 15 lb, vacuum system and gyroscopic instruments maybe another 40 lb, think ferry permits can be obtained for up to 300 lb over should the need arise, with full tanks Bravo is a two person airplane, almost a magic carpet, leaving fuel behind the Bravo will carry 4 people on shorter trips

GAMI has 3 problems: - a fuel that left a bad taste (no pun intended) - 1M gallons of it now over 1 year old. - VP chasing them https://vpracingfuels.com/blogs/press-releases/vp-navigates-faa-approval-for-unleaded-fuels

So for my mobile mechanic, it’s 500-600 a month for the policy. This new hangar use policy is something that’s going to add to the cost thus lead him to increase rates. He’s currently 40 dollars less than competitors because he doesn’t have a shop overhead. I know the shop on field is about 160 plus an hour but their rent is something like 10k plus for a 70x40ft shared space. I’m not sure if they steal some or any of the revenue produced for any mechanic on field but I wouldn’t be surprised if they did.

I do appreciate it Mike, anyone with some say would go a long way. It’s can be frustrating enough trying to deal with Mooney for simple requests as I’ve found out. Add on this airport nonsense and it’s a drain. I wasn’t planning on coming although I did transfer my registration from last year. I’m trying to work out when I’m going to fly the plane to the potential buyers since I can’t keep waiting on approvals for a basic bank loan checklist to be done at home.

Posed the question to Frank at Mooney and his response was: "Not sure, but probably looking at Material: MIL-B-5924B Type 1." OR Owens-Corning PF334

Thanks guys. I bought my F last year and have been wondering about this hole. Now if you could clear up the 3 items on the right side of the pic. A hollow metal port and 2 holes to plug something in? Too large a hole for comms....

Just fine. If a yawn won't clear yours, visit your nearby ENT doctor.

In reality asbestos is a problem but not an instantaneous death kneel. Asbestosis killed many who worked in factories for years that used asbestos in manufacture (old brake shoes). It took years of exposure for it to be a real problem Just one exposure or even a series of short exposures probably won't cause much of an impact. Its not instantly "poisonous". Many of us "older" folks were near it occasionally (brake dust) with no impact on health. However those who came in contact on a regular basis had problems - Asbestosis Asbestosis (as-bes-TOE-sis) is a chronic lung disease caused by inhaling asbestos fibers. Prolonged exposure to these fibers can cause lung tissue scarring and shortness of breath. Asbestosis symptoms can range from mild to severe, and usually don't appear until many years after initial exposure.

I own an M20C that was never equipped with an autopilot. I would appreciate information on installing an old (approved) Brittain autopilot as my first. I would like information as follows: 1) equipment list, ie. servos, control head, etc. 2) additional flight system, ie. gyros, sensors, etc. 3 )obtaining certification by FAA 4) instillation tips and user operation instructions I realize this is an old system, but I know it has already had approval and Tru-Trak and others are either not fully approved or have priced themselves our of my range. I've hand flown my aircraft for over 3 decades and realize the latest "whiz bang" unit would be idea, but after experiencing my 2nd major overhaul, I am woefully short of pocket change to buy the "latest".

insurance is typically based on revenue, but aviation may be different. With regard to airports taking a cut, ours does as well. 10% vig to do business here.

It's around a couple grand a year for such a policy (last time I checked, anyway). You have to do a fair amount of work just to pay for it, and for many retired people or people who don't strictly do A&P work, it's not economical to get the insurance. So it does limit access to many A&Ps. A $1M policy has been a requirement for a long time around here to be registered to work on essentially any of the local public airports. Scottsdale even takes a cut of your gross receipts, which seems to be fairly unique.

Not throwing rocks at all on the Mooney Summit process of how selecting the location(s) works every time. I know there are hundreds of considerations that go in to planning and putting something like that on--we're all grateful for all of that. That said, it would be great to see those decisions focus more toward more GA-friendly airports and locales. At the risk of sounding completely cynical, most airports in larger metro areas have zero interest in supporting anything involving piston and/or GA operations. I know holding the Summit in Tampa is far more glamorous and attractive than say, Ogala, Nebraska, but why do it at an antagonistic place? Thanks for posting your PSA--when policies don't match up to reality, we should move on.

I know of quite a few "private" pilots with very "deep pockets" that have flown high performance aircraft that far exceed Mooney's specifications, ie. speed, weight, etc. Just because it is allowed does not make it safe or practical. The ones I am familiar with can afford the "ride" and smart enough to obtain the applicable license to operate the aircraft (and can afford the "gosh awful" insurance cost), but are woefully deficient in flight experience! While I don't relish sharing the same airspace with a sport pilot in a "complex aircraft", I share the road with a closing speed of over 130 mph with 16 year olds who (many) can barely walk and chew gum at the same time (much less "text" while driving!). I also know, and have known, of inexperienced aviators starting out in complex aircraft and most realize the vast amount of knowledge they do not posses, but must learn. (That experience is a rude awakening when any emergency arises compounded by weather and speed!) Long story short: I'm all for obtaining more pilots into our community. Most restrictions placed on applicants trying to enter our "world" have been based on incidents and accidents resulting in more regulations and expense, we will eventually "price" ourselves out of the "game" without restructuring regulations. Restricting sport pilot to two "occupants" or limiting speed is not so restrictive as to curtail participation. Requiring a person to become familiar with the aircraft and "equipment", or becoming more proficient in "type" is not too restrictive either. Most Serious aviators move up in ratings to expand their knowledge and abilities when pursuing a career, those pursuing a hobby just want to experience "flight". In my experience flying as a hobby is short lived unless it leads to more serious pursuits. I'm glad and surprised to see an effort to expand our community by our federal government, for it is a positive sign in my opinion, which may lead us back to a more favorable societal view of aviation as a "pass time". I claim no superior point of view; my very first aircraft was lent to me by the government. As a 22 yr. old flying a T-34C with a 225 HP engine - I had all of 8 hr. when I solo'd. Regulations should not inhibit the motivation to fly, but promote the quest to learn. Mooney did, at one time, make a model with fixed gear (M20D?) as a "training" aircraft. This training model was short lived, either due to cost or other factors. Although the fixed gear model could be converted by the factory, Mooney marketed their retractable geared aircraft as a "fast traveler" to complete with other retractable geared aircraft - the fixed gear model did not fit this "mold". We are reminded of expensive flying has become each time we taxi up to a fuel pump, or receive a bill for our last annual - the EAA is finally exploring ways to make flying cheaper. We fly one of the most efficient aircraft in the market, why not share this secret with rest of the community! My .02

Hi all, Has anyone connected an OAT single probe to a G5 and GI275 EIS? My history is an initial install of a dual G5 + OAT a while back and recently got the GI275 EIS added in. I realised that the %age power indicator works with an OAT added in. My question is whether the already installed OAT connected to the G5s couldn't also feed the GI275 EIS? Does that make sense? Thanks for your input. F.