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More stars indicates that you do not have to work and can spend a lot of time on mooneyspace.

I have to give kudos to Airbus for having the guts, using five test A350-900 XWB airplanes, its newest wide-body airliner. I know the stunt was well calculated and the pilots—all of them ex-military aviators—knew exactly what they were doing, but the entire thing still looks insane. Especially when one of the planes is the one they are delivering today to Qatar Airlines (this was filmed in September to celebrate their certification by the European Aviation Safety Agency.) One thing is to do this with jet fighters or Mooneys, but these are 213-foot (64.8-meter) wingspan flying beasts. The action starts at 3:35. Enjoy.... https://fstoppers.com/aerial/airbus-puts-five-enormous-a350-passenger-jets-formation-epic-photoshoot-48192

Considering to eventually be a proud owner of a M22 Mustang. I heard that the sliding door need lots of elbow grease to be correctly operated. The door is moved upward to get in the plane. Is it possible to get out of the plane if eventually the plane would crash inverted, is there a feature that would permit to exit from it safely? Thanks

Even an old bird like this can benefit from a GoPro.

I was there and did not know about this.....I have a hangar at ESN. I hope you guys went to "Buns" and somebody was brave enough to eat a "Crabzilla"!!!

For the "left" folks drinking the kool-aid

Harrison Ford's wife has been quoted as saying that she wants him to give up flying. Harrison Ford's Ryan has been quoted as saying that he should give up the wife.

I believe the cowl opening is the same as far as putting a squishy cover in place goes.... -a-

Hi Wesley, sounds like your having fun with your new bird. I had a long post with lots of numbers and my PAD frose (pisses me off when it does that) I usually see around 380 to 390 in not too hot weather and just touching 400 when its hot out like over 100. Always climb at 120 or faster 2700rpm and WOT my EGT has no indications so it's not much use my oil temp even on the hottest days stays in the middle of the green. I have real old gauges but since they are younger than me I can't complain as they all work and are very consistent. Still learning with every flight even after 2.5 years with this airplane. Have fun

I for one benefitted from socialism right here in the good old usa. I went to a public school, I joined th Navy at 17, I make a living selling websites on the Internet, I land my Mooney for free on almost any airport I choose. Many of the things that make America strong and allow capitalism to prosper are actually socialist in nature. Our country is much more complex than one single label.

Try this: http://blog.aopa.org/opinionleaders/2015/03/08/think-outside-the-traffic-pattern-if-you-build-it-they-will-come/

I doubt their claims because they don't have statistically significant data available that proves their claims and they have financial incentive to overstate the benefits of their product. I would like to put their exhaust on, but it's a gamble to do so... Will the cost of purchasing and installing the exhaust and the extra time the aircraft is down waiting for it pay off in fuel savings, engine savings, increased airspeed sale price? If they had more data I'd be able to make a more informed opinion. But without that data I am just going on my pessimistic opinion of humanity and wild guesses. As for the ELT; a new 406MHz ELT is a lot more than the $47.50 that it cost to replace the antenna on my existing one. On Aircraft Spruce it was $579 for th ACK. So I saved myself $520 on this annual. Yes, it would be safer to have the new one. It would be safer to have a new engine. And a new airframe. And a second engine. And a full-time CFII-MEI. And a second GPS. And a third VOR, and redundant attitude indicators... And on and on. There is no end in sight. We each have to figure out where our budget intersects with our desire for safety and speed and comfort. This year mine crossed at a new antenna. Maybe when the battery runs out it'll cross at a new ELT.

Egress is an issue to worry about in ALL aircraft. It is possible to damage a door in an otherwise survivable crash landing. I carry two small specially designed egress hammers, one in my flight "goodies" bag (along with things like AA batteries, my sporties 200 backup radio, motion sickness pills and gum for the passengers, ear plugs, O2-sat monitor, etc, etc) and a second one in the little pouch by my left leg on pilot side. The one I have is called "Life Hammer". It works surprisingly well for such a small hammer. I tested it once on a piece of aviation window that I noticed at the shop that the mechanics had removed from another airplane during window upgrade. A light tap and the window practically disintegrated, even though it would have been very hard to punch out with my fist. http://www.amazon.com/Original-Life-Hammer-Escape-Orange/dp/B000BMWXZM

I heard that the millenium falcon was a homebuilt experimental, but that Hans Solo is in deep with the FAA since it was found out that he neglected to fly-off his 40 hours (uncertified engine) before he left the Galaxy fly through nebula clouds (IFR), and furthermore he violated FA991.319 http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFar.nsf/FARSBySectLookup/91.319 by carrying persons and property for compensation or hire.

Alan - did anyone take some pictures? Who made it? I drove up to New Garden to catch Jack & Brian on their way back from a puppy run.

Sorry, I can't find a picture of one. it is an old serrated flange style. You loosen the bolt and the mating serrated flanges kinda "click" over each other to the angle you want. then you tighten the bolt. I have it screwed directly to the back of the ram mount for the mini.

Problem is you don't know the history of reworked cylinders. Running them hot has led to many a top oh. And what's the savings really, say 4k max in an IO360? Considering these plus the fact that aluminum has no endurance limit, I'll take new cylinders. I'll run them my way from day one without any question marks.

I repainted everything several times. An insect would always land on my last coat. I removed and reinstalled the metal around the front window next to the door prob 4 times trying to get my door to shut completely. Finally I realized it was the trim around the door that needed trimmed. Everything about a plane takes more time then you think, but I love to save money. CB Troy

I didn't do nuttin! to Lacee . . .

Just shows how slow I am. I had never noticed. So I looked at mine and a saw 5 stars. That's good, I thought. Now I see that mine are a blue color. I assume they turn yellow/gold, as you move up in stature. Darn, I guess I need to do something.

Bonal... only problem is I have NO idea of exactly how to do that.... it's a secret ....lol

I appreciate all the info! A little background on us. We are all Airbus or Boeing pilots. I just sold my 172 2 weeks ago. It was the airplane I soloed in back in 1976, but it was time to let her go and move up to something that goes nearly twice as fast for the same gas. The plane will be going through a LASAR annual, and it's going to be a whopper! (but we bought it knowing that) We'll then be bringing her back to MI. One of the first upgrades I want to do is the GAMI injectors and EDM-730 (or maybe 830), to really get the efficiency maxed out. Any other J owners done this?

Leonard Nimoy—lived long and prospered, we'll miss him.

+1 , for Mini with Ipad back up.

You might look at this a different way and I am posting this not knowing what goes on in Oz. Here in Wonderland we have an IFR certification requirement every two years (and I am blabbing off memory so someone will chime in with the specifics) and at that point you could ask your maintenance folks if all is copacetic for IFR flight. At that point, you survey what you have and that will tell you when and where you can fly. For TO you need the TO procedures, if any, and the ability to contact ATC at some point. I say some point because if you are in the outback (Oz or Wonderland, doesn't much matter), you may not get "radar contact" for a while. For enroute you need the nav necessary for enroute nav. Yes, that is a bit ambiguous but it could be just an enroute GPS, or a VOR receiver. Now comes the fun part and the literally myriad of options designed to DRIVE YOU NUTS! For approach you need the equipment necessary to execute the approach. Here in Wonderland the Feds Against Aviation are slowly driving all pilots towards WAAS GPS in order to land anywhere, so the choice is fairly easy. Either have a WAAS GPS and fly wherever you want, or stay home.

I have gone with the cheapest option EDM-700 because all I need to know that none of my existing instruments tells me is the EGT and CHT of all other 3 cylinders plus Fuel Flow and Actual Bus Voltage. You can get all these information on one pretty fancy looking display with a much more expen$ive engine monitor but they don't really give you any more additional information. So in the end, you are paying for the convenience and that one pretty fancy looking display!

I quite agree Tom....however there is a fundamental difference in regulatory approach between the Aussie and the US (or the Kiwis, or he Brits for that matter)....and actually this approach extends well beyond just aviation....the Australians feel that they cannot allow any discretion or room for interpretation of any regulation and so they are necessarily far more complex and formulaic and try to cover every eventuality to tell you what is and isn't allowed....and then because they feel they have covered all possibilities there can be no excuses for failing to comply...hence the strict liability....and just to be really clear they include the explicit penalty in the reg itself....for example, for we would say you shall have a rotating beacon or strobe for night flight....you would say "and it must be working, and if not here is the penalty (whether you kne it wasn't working or not..lie Strict Liability).....so simply photocopying the FARs would not be satisfactory for the Australian regulator....in the US, NZ or UK in general if there is no law to say you can't, then you can.....this is an anathema to the Aussies...unfortunately as I am 6th gen Aussie and it makes me sick to see it turn into such a police state....

It can be done, but there are many hoops to jump through. Suggest you reference this link on charity flights at AOPA's web site. The biggies are that as a private pilot, you must have at least 500 hours total time, and you must notify your FSDO in advance of the event. I've considered this several times, but never followed through. My take: if you want to make a charitable donation to the school, buy a gift certificate from the local flight school for a discovery flight and donate that (this is likely to be how the helicopter ride was arranged). If you want to take parents from the school flying, do that outside the context of the charity auction as nothing more than a friendly offer. I'm sad to say that for me, conflating the two things seems to be more trouble than it's worth.

Just finished the ARI cowl mod on my 68 M20C...Love it! Pics posted in gallery...

(d) Instrument flight rules. For IFR flight, the following instruments and equipment are required: (1) Instruments and equipment specified in paragraph ( of this section, and, for night flight, instruments and equipment specified in paragraph © of this section. (2) Two-way radio communication and navigation equipment suitable for the route to be flown. (3) Gyroscopic rate-of-turn indicator, except on the following aircraft: (i) Airplanes with a third attitude instrument system usable through flight attitudes of 360 degrees of pitch and roll and installed in accordance with the instrument requirements prescribed in §121.305(j) of this chapter; and (ii) Rotorcraft with a third attitude instrument system usable through flight attitudes of ±80 degrees of pitch and ±120 degrees of roll and installed in accordance with §29.1303(g) of this chapter. (4) Slip-skid indicator. (5) Sensitive altimeter adjustable for barometric pressure. (6) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation. (7) Generator or alternator of adequate capacity. (8) Gyroscopic pitch and bank indicator (artificial horizon). (9) Gyroscopic direction indicator (directional gyro or equivalent). http://www.ecfr.gov/cgi-bin/text-idx?rgn=div8&node=14:2.0.1.3.10.3.7.3

I have a GNS 530AW and KX-165. The 530 measured 20 Watts and the KX-165 8 watts on the bench for transmitting RF power. However when the 530 was first installed the modulation level was lower than the 165. I readjusted the modulation level on the 530 and never had a problem reaching over 100nm at altitude. The modulation level can be adjuted on the COM Setup page MIC level or in some thru a pot on the enclosure labeled MIC. The adjustment needs to be made on three frequencies. You will need some form of TX modulation level monitor for this. The test needs to be made on your plane with the microphone you use. Check with an avionics shop for this. José

Bruce Yaeger has just been approved for his "Spatial Interior Panels" and is getting ready for installations. Browse here for contact info. Bruce spent years completely redesigning the interior panels to make them yield more room in the cockpit, hence the name, as well as making them easy to remove; i.e., no more screws. His test aircraft was an E and it is absolutely beautiful. He also has redesigned seats that give greater comfort and more room. Worth checking in to before a major rework of the Royalite. Here's a link (in Mooneyspace) with pictures of the installed panels.