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Ed, of KX-155.com, is in Lucerne Valley, California.

Bingo in the second half I’ve flown all sorts of stuff, some with it some without it, it’s just about being a master of the plane when it comes to these light low power straight winged singles, I mean we could also install auto brakes and antiskid system, but why? One of my planes the last owner installed aileron trim, he did this because he didn’t know how to balance fuel and would get a heavy wing. For me to fix this I’d need to pull wires, remove switches and servos and reskin a aileron to make it right, I’ll get around to it, but for me it’s just extra drag, weight and complexity all for what looks to me to be the equivalent look of having training wheels, just because this dude couldn’t manage the aircraft like you said, use your feet, use trim and it’s no factor

I taxi'd by it and it looked good.

The international use upcharge has been my problem as well. Really don't need it in the US since I have Sirius XM and Ads-B on my panel displays. But what I am really interested in is international travel; particularly Mexico and Latin America where we have no weather service. Europe is in the same boat. Starlink keeps updating their plans. Today they're showing $70/month for the Roam 50GB plan (and $189 for Unlimited data ). But despite the plan going up to $70 from $50/month it might be more reasonable for international trips now since the latest terms say: Roam plans include: ..... International travel is allowed in available markets for up to 2 months per trip. If you plan to stay longer, you may be asked to transfer your account to a new country. Learn more here. So if I am interpreting this correctly to mean I can use the 50GB Roam plan for up to to 2 months at at time out of the US this is good news concerning international use. Bahama's might be another challenge though while traveling as these plans only work within 12 miles of shore, as they say a maritime plan is needed to work outside of over land and more than 12 miles off shore.

We’ve logged over 30 hours this month, thanks to our trip out to Washington, and right now I’m sitting at 30 GB used. Only one more trip planned for this billing cycle, so I’ll be abandoning some GB once again.

Indeed, that’s 20h of heavy streaming per month Unless one flies 300h per year, they won’t reach that…

my benchmarks at 17,000 ft are 185 KT TAS 2250 RPM 30.5" 18.5 GPH 1580 TIT 380 hottest CHT typically on #4 cylinder, GAMI injectors, about 0.3 GPH spread, 900h on a factory reman, I have TKS which I think scrubs off 3-5 KT, typically take off at gross, any luggage goes as far aft as possible, I tried 90% power 24/34 for short periods to see what it does, flow goes to 21.5 GPH to keep temps in check, speed increases by about 11 KT, the fastest I have gone for short periods of time with that power setting is 205 KT in 21,000 ft, sealing the baffles really helped my temps, Tempest fine wire plugs appear to reduce TIT, more complete combustion in the cylinder, extrapolating all that to 25,000 ft the TKS Bravo will probably reach 215 KT TAS with throttle and prop firewalled, fuel flow will probably go to 23--24 GPH, the highest I have taken the Bravo is 23,000 ft, boost started dropping off from 34" passing 21,500 ft, passing 22,000 ft climb was getting anemic, something like 300 ft min, sweet spot for the Bravo is between 19,000 ft and 21,000 ft, everybody believes their own press, that in mind I think this is about as good as it gets in a piston single, anything that goes any faster costs at least three times as much to operate, the weak spot on the Bravo is the exhaust, it really pays to keep TIT below 1600, I check the exhaust for cracks religiously every 25h oil change, none found so far, keep fingers crossed!

I used ABS cement as it works perfectly with our ABS plastic, doesn't require mixing like epoxy, and results in a weld. Mine had been repaired with epoxy in the past and that failed but I'm not sure it was applied or what type; it looked like a rough, quick, and dirty repair. I learned a fair amount doing these repairs and intend to write it up once I'm done.

I messaged you the address and my cell if you could text/call me

Does your bird have TKS? That'll cost a few kts, maybe 5.

That makes sense; getting new certificates would be a pain. With this arrangement, it's unlikely VC is going to be able to step in as Mooney could replace LASAR with someone else at the end of the contract.

I meant to say spring CLIP. There are no springs inside the wemacs. The paper towel tube is exactly the right size to slip over, and is easy to hold while you’re spraying, then you can quickly move onto the next one.

That sounds right.

Can’t blame them for that…

Where is the shop located? Are we talking about www.kx-155.com or www.kx155.com (and https://www.kx155display.com/) that it's really Tampco Avionics band it looks to me it's in Belize and are selling display kits.

The previous owners were chasing speed. It isn't a huge problem, but a lightweight battery would help with not having to think about CG too much.

If the aircraft has aft cg issues, why was the battery moved to the tail? What is the empty weight arm? My C is at 43.95”. With my 3-blade McCauley, battery on the firewall, starter, and generator, I’m forward cg challenged with the front seats filled. I have to add weight to the baggage compartment. A ‘65 C on the ramp is moving his battery aft to rectify forward cg issues (also has a 3-blade prop). As @Scooter and @Z W suggested, a review of the wt & bal history may be beneficial. I found numerous errors when I reviewed mine. If you have the amu’s, go for the yaw damper (dampener?). As @donkaye, MCFI says, 1.4 lbs isn’t much. Offset that with a lightweight battery.

I thought in the end it was really just the Mooney quality process that mattered to the FAA, they can contract out the actual parts production as I understand it.

It was at WestJet RAP in the MX hangar there, but I suppose it's possible they've moved it while they wait. I'm unfortunately back in Orlando so can't keep an eye on it directly.

Ryan is that you plane down at Rapid fuel?

I don’t think the FAA cares who is paying the employees.

I got the impression it was the latter.

The Mooney certificate. There was some discussion of how to specifically structure the deal so as not to invalidate the certificate. I didn't understand (and so don't remember) the specifics of how that works, but they were pretty clear that being able to do stuff under that certificate was the whole goal.

They had some delays sending me the empty crate so they haven't gotten it yet... hopefully next week!

Polyester resin will delaminate. Epoxy should hold, especially if sanded a bit. I’m repairing my headliner right now with fiberglass. My plastic was so brittle it wouldn’t support its own weight. I had about 8 pieces I needed to put back together. The first thing I did was put a single layer of 50 micron thick plane weave cloth on the back to stabilize the plastic. I’m using Total Boat 5-1 epoxy. It is a knockoff of West Marine 105 for about 1/2 the price. Then I started patching all the pieces together. Now I’m filling in all the holes for the missing pieces. It is coming along nicely. When I’m done I will cover it with fabric. I’m only doing this because a replacement is unavailable.