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Nonsense. I've thousands of hours in a 1900 and no fewer in single engine recips and I can assure you that I'd take the 1900 over any single engine, including a Mooney, on any day. Everything is subject to failure or mismanagement.

Dave, Correct. However analyze history of all nations you mentioned. Fascists were in cahoots with the Catholic Church. Russian's Czars essentially relied on Eastern Orthodox Church as one of the executive arms of government, the Czar and Church were one and the same. In Japan, the Emperor was actually a deity. China, North Korea and USSR had cults of personality that rivaled that of any god. North Korea still does. They worship that chubby fucker. His grandpa is still technically the president. What would that make them? A necrocracy? Maybe mixing government and religion is not such a great thing. Look at our middle eastern "friends".

Andy, calm down and take a chill pill.,.I feel sadly for the families and pray that the competency of those flying our machines become more proficient....luckily they killed no one on the ground at least I hope that's true...

Sure, if you notice any difference in the friction of the fuel selector, investigate. I have a hard time believing that a fuel selector was working great the first leg and somehow jams the second leg, save for water in the fuel that freezes. But still, monitor any water you find and get it all out. Water can kill in those turbo airplanes that fly at cold altitudes. Also, verify you can reach all the tanks before choosing to run one dry. I flew with a guy in a 201, we drained a quart of water from the left tank, and we had just been flying and doing maneuvers on that tank. Be vigilant. That could have ended up badly. But seriously, that thing should be free and have detents in all positions. Monitor this. Ours began to get slightly tight and it was leaking upon removal, I ordered a kit from LASAR and completely rebuilt it. Smooth again, and no air leaks introduced to the fuel supply. Another thing be sure no screws or coins fall into the well on a 1978 and older Mooney. They can jam the fuel selector as well.

I think it was just karma getting back at you for being so smug in your choice of cruising altitudes.

I guess you're right. It's the same shit with different tint in the same way Catholicism, Islam, and Wicca are.

I trust him as much as I trusted his predecessors. How's that? Should I have trusted you know who when he said that Saddam had a whole arsenal of WMD's? Like I said, you don't go back much into history.

It is exactly that sort of thing that makes me plan to change tanks when within easy gliding range of an airport, particularly before I do a water/mountain crossing - having changed I'm sticking with that tank until I get in gliding range the other side! I'm moderately terrified of changing tanks and having the knob come off in my hand! Never had it happen yet, but a little forward thinking will hopefully prevent an incident becoming a crisis

It is apparent now. The officials apparently did like Oscar's explanation. He is currently being held without bail at the jail located on the 15 DME arc awaiting his release to the IAF.

Waitwait, I thought we were already ruled by a Muslim imperialist? Then what's the difference?

It would be nice if it was added to ForeFlight, since now I do my W&B trough that... and since I plan my flights using it, and it has all the airport information and conditions, it should be a big plus for the app to add this feature...

the answer is...... nothing new here people, just move on. If a manufacturer has to test the equipment to the TSO standard to demonstrate "performance" they might as well get the paperwork too. The cost will not be any less, this is just FAA double talk to get past a problem in the way the original regulation was written.

I would be worried about Nav Canada managing such thing. We have user fees in Canada for ATC by them. They will definitely at some point require something. Like José said, nothing is free. Yves

If they are looking at the VLJ market for this thing it ain't gonna be $2500 period. Has L3 EVER made anything "affordable"? What the market needs IS a stand alone solution for $2500 or less. It could be done if they would extend the recent reference to "meeting ADSB standards not necessarily matching TSO specifics" for experimentals.

Well it is free for 30 days. After that $2.99 for one month or $24.99 for a year. It seems to be accurate compared to POH for the Piper Arrow. I have not loaded my Mooney on it and compared to POH. I emailed the guy that developed the app and he explained that he formulates everything based on the POH for each specific aircraft. The POH for the Arrow that i have been flying had no wind variable information for calculating wind into the take off and landing distances so i went looking for an app that would calculate wind thinking that this was just a page that was lost from the POH. When i found the app and tried it out It also did not calculate wind into eqiation and developer explained that Piper never provided that information for the Arrow ii so he had know way of loading in a formula. I did notice that wind calculation is included for the M20J and i would assume that it would be accurate compared to the POH but i do still need to compare it...... If you search cfi tools in apps it should pull it up.

There is no need to set it down in a field, the aircraft performs on one engine. The only caveats are mechanical failure, such as the prop failed to feather, a confirmed fire, or pilot screwed up. This isnt an Apache with 150hp engines, its a turbine-powered airliner with 1279 SHP a side and an empty weight of 10,500 LB. It goes.

I think this thread has gone too far and needs some PooPourri

my plane has been in the shop the last several weeks. When I get it back I'm plan in a trip far enough to get it up to 10-11K to really see how it performs. Between work and a busy life I haven't had a chance to fly any distance to give a pirep. As far as smoothness and ease of starting I'm very happy. I don't want to suggest it starts like a car but ever since its been installed I've never had a problem getting it lit. I'll report back soon! Sent from my iPhone using Tapatalk

Is this just another way of saying, "if you have to ask, you can't afford it"?

Is that the Interweb's way of saying, time to quit surfing and get back to work??? :-)

Pretty easy....just hit the marker at 250 Kts, pull the throttles to idle, drop the gear, work the flaps and pray. Works well in most Boeings! Airbuses may require a whole rosary...I don't know.

You means Richard Collins was wrong when he quipped that he thought a perfect airline pilot was one who could set the power and only retard the throttles when he or she flared?! [emoji38]

I did opt for the factory engine, Kinda figured it was the smarter decision (2 separate mags) (resale) yada, yada,.. No root cause for the failure was determined.

While I would probably do more of the final approach at 80mph, you aren't doing anything wrong by making power adjustments in the pattern. As long as you aren't over-controlling the plane with the throttle, you're not using a bad technique. I've flown with you, and you don't over control the plane with throttle... Every day requires a different power setting. Use throttle as a tool to make the plane do what you want it to do.