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If you have that much fuel flow the best thing for you to do would be to climb full power full rich cowl flaps open. Your plane will thank you for it. I can’t count how many of those full power climbs I made on the old engine in my plane. Hundreds, and some were from 1,000, which is ground level around here, to 21 or 23. I climb at 500 fpm to keep the airspeed and therefore the cooling up. That meant operating at full power for 40-45 minutes on occasion. Never hurt the engine. It made it to 2300 hrs and probably would have gone further, but it was just time to replace the 22 y.o. engine. Breaking in a new one now. Pilots and mechanics are figuring out that it’s a really good little engine. Sure, it has its quirks because we have to manage MP all the time. But the reputation it earned in the early days from running at peak and pushing the CHTs high was simply not valid, we had to learn how to run it right. Thank you GAMI and the other experts who taught us that. The biggest challenge is the high hot climb, in other words, climbing out of a western town into the flight levels in the middle of the summer. When I tried a cruise climb for that years ago the temps were really bad. Seems counterintuitive, but the solution is to put in more power and full fuel, which gets the fuel flow up to max. Even then sometimes there would be one cylinder that would get up around 410, not ideal. I have had new baffling put in and so far it is helping with the cooling issue quite a bit.

First of all - This is not a project that can be done in a weekend. The more you get into it the more you will find to do. If I am not mistaken posted below are pics of your plane interior (1985 M20J) from the Aircraft.com advertisement in 2021 when you purchased it. It is similar to mine except you have individual rear seats. The panels are cheap "Royalite" ABS. Over 40 years of sun and heat it gets brittle. If yours was hangared and up north its entire life it might be in better shape than a plane sitting in the sun down south. As @Elias says, you can expect to inflict damage as you remove the panels - bending will crack or break them. I know from experience because I have removed and reinstalled mine so many times that I can't recall. You have lots of good suggestions here. But what are your intentions as @Elias wondered? Do you plan on just fixing cracks? There are other topics on the choice of adhesives. Personally, I have always used 5 minute epoxy and some fiber glass fabric on the back of the panels but others have their favorites - that is a whole different discussion. Do you plan to paint all the pieces? Have you looked at the insulation? - I assume SB 208 was done SBM20-208B.pdf (mooney.com) You may find new corrosion on the tubulars depending on when 208 was done and how well they treated everything You may find old insulation in the hat rack or in the ceiling panel that you want to replace The windlace around the door and backage door looks worn - do you plan to replace? That is a bitch of a job with even more smaller screws and the only time to do it is when the entire interior is out. Just a thought before you launch into this - Winter is the worst time to do this. The ABS is less forgiving in cold weather (i.e. will crack easier), even in Houston. Paint dries slower. Glue/epoxy sets slower As @LANCECASPER said take lots of pictures first both before starting and each step of the way As @Hank says bag and label separately by panel or section everything that you remove/dissemble. Remove the glare shield Remove the front seats Remove the rear seats (yours are different than mine so I don't know the procedure) Remove the shoulder harnesses - ( don't lose the spacers or washers - keep the belts separated) Remove the hatrack face - then pull out the base. The curved top in the hat rack is a problem because the piece with the coat rack hook is in the way (it covers the air ducts I recall that I had to curve the center top down more in order for it to clear the duct cover. Remove the long leather covered strips on both sides. On the pilot side remove and bag all the screws Pull up the leather covered armrest - there is a hidden screw under the armrest (that goes into an aluminum bracket) that will prevent you from pulling the panel out. There is an "H" shaped spacer between and holding the front pilot side panel and the rear pilot side panel You will need to remove the screws in the rear panel in order to allow you to bend it forward a bit so that the front panel lose from the H channel - if not you may crack both panels - originally it was flexible enough to twist but not likely now. The screws that go through both panels where they overlap and through the long lower panel are longer and thicker Over 40 years owners/shops may have mixed up or replaced them with longer sharply pointed screws Be extremely careful with long sharp screws on the side panels - avionics cabling may be run and strapped along the tubulars I had an avionics shop do some work where they removed the pilot side panels and during re-installation of the side panel, they drove a long screw right into a cable. Also over 40 years, screws going through the overlaping ABS panels or lower panel that used to bite, may have wallowed out the back panel hole and lost their bite. I have glued Tinnerman nuts on the back the last panel in order to get a strong bite on the screws. The copilot side panels are similar. The door panels are pretty easy. If you have headset jacks in the rear panels be careful when removing the panel and disconnecting the jacks. After you take out the side panels, you will find a white U shape channel around each window opening Over time it may have shrunk some and gotten pretty hard Remove the U channel if painting the side panels (referred to as "beading" in next post/links) Keep track of which channel goes to which window opening. - with time they only want to fit the one they came off The channel gives some strength to the ABS panel framing the window - when it is removed it is easier to crack the ABS frame. You can put new U channel on if you want - I did it once - now I just push the old channel back on after making a repair to the ABS panel. The headliner panels are almost a 2 person job. The problem, as @RoundTwo pointed out, is that only a few screws hold them up. If you disconnect the front screws, and not the rear screws simultaneously (on either headliner section), the weight of the headliner will bend it down and may crack/break the two connections still attached. I have used some long cardboard bent in an L or sticks to prop up one side while working on the other when working alone. Before removing the front headliner you have to remove the panel with the air flow selector (4 screws but you have to disassemble the airflow selector switch) As the front headliner comes down you need to disconnect the headliner lights, the speaker and the Sonalerts (may be as many as 4 alerts) You also have to remove the two front duct connectors. DON'T LET THE HEADLINERS FALL OR YOU WILL RIP OUT DUCT AND WIRING The rear has lights and two duct connectors. The luggage area panels also come out - side and headliner with one exception. That panel around the ducts where the coat rack hook is, will bend down but not come off. It appears to be riveted to the fuselage skin on the pilot side - I could not remove it. I had to paint it in place masking off the rest of the interior and making a "spray booth tent" around it. Reinstallation is a reverse of the process. Tip - get a narrow awl to help align holes during re-assembly. The headliner holes are a real bitch to align while you are balancing everything in the air. AFTER THE HEADLINERS ARE BACK IN PLACE, TEST THE LIGHTS, SPEAKER AND SONALERTS AND AIR SELECTOR BEFORE REINSTALLING THE SIDE PANELS I predict, that if you start this job and only work on weekends and maybe a few nights, plan to have your plane down for a month. You may find corrosion on the tubulars that needs attention. You may want to do something more to your insulation. You will break things - especially the plastic - requiring more gluing and repainting. @RoundTwo - how long did it take you? Here is a video and a couple MS posts with pics that may help. Some of the posts include discussion of panel upgrades but they have a lot of pics of the interior out. Good luck.

I have really enjoyed volunteering at Young Eagles events - a lot of the kids are interested in aviation but have zero exposure to it, and it's rewarding (to me, anyway) to create a positive first impression with flight. Many of the kids have never been in *any* airplane before, much less a single-engine piston, so you have an opportunity to dispel a lot of fears. I often think that if one kid goes on to a career in aviation, it's been worth the effort.

You can get generic cargo nets at places like Harbor Freight. I'm a fan of cargo nets, but I don't currently have anything in place. I'd like to, though. I'm not sure how to anchor it in my airplane, but that's a solvable problem. I inadvertently spun my airplane when doing airwork and reviewing stalls, from a very nose-high attitude. It rolls over on its back and goes straight down, similar to what a C-150 does when you spin it (which I've done, many, many times). When I got home I did the usual thing and opened the hatch to get the tow bar, and the tow bar and a bunch of other stuff was gone. I was very puzzled...where did the tow bar go? It and a bunch of other crap that is usually in the hatch was all in the back seat. If the tow bar can get in the back seat under certain conditions, it can get further forward, and I don't ever want to get hit in the back of the head by the tow bar or anything else. So, yeah, a net is not a bad idea at all.

Thanks for all the suggestions. The avionics shop resolved this, it was the electrical connector on the switch that wasn’t seated properly as I understand it. Happy because I was resigned to dropping 1 AMU on a new switch…

I dropped off my plane at the avionics shop last week for a major upgrade. The shop is close enough for me to visit on a regular basis, so I will update this thread with pictures and progress reports. Below is a pic of the current panel. I have: Aspen 1000 Pro (not max) with AoA and Synthetic Vision Garmin G-5 Garmin GTN-650Xi with FS-510 Garmin GTX-345 King KMA-24 Audio Panel King KAP-1150 Auto Pilot with KAS-287B altitude preselect JPI-830 King KX nav/com (can't remember which one) Planned setup Garmin G3X Touch 10" with EIS Garmin G-5 backup (from above) GTN-750Xi (FS-510 moved from 650 to 750) GTN-650Xi (from above) GTX-345R (remote) PS Engineering 450B Audio Panel Garmin GFC-500 Autopilot with trim and yaw damper AirGizmos AERA 760 dock for right side Alpha Eagle AOA indicator Replacing rocker switches with toggle switches Whelen Light Pulser Original project start was Jan 8, but will be slightly delayed due to a plane ahead of mine having some parts issues. Projected to take 8 - 10 weeks. Also having a nearby shop redo the interior while it is out of the airplane for this work. Picture below of current interior and also the materials for the interior work. In the materials picture, the bottom sample is the carpet, the middle is the seat fabric, and the top is the leather for the side panels and sides and backs of the seats. I am going with cloth seats as they are cooler in the summer and warmer in the winter. The plastic parts will be repaired and painted, not covered in ultraleather. Yokes will be leather wrapped. Should be an interesting journey.

It’s not just pax or taxiing into a bizjet. If you land off field in someone’s soybeans, they’ll want their $$. Soybeans are probably cheap though, right? What if you land in the Walmart parking lot and bend some cars, street lighting and god forbid hurt someone? The point is, there are many scenarios where you’re liable for damages and injuries that are hard to accept/anticipate. Some of them might be really expensive. Insurance is to cover things that would be a financial catastrophe for you. If you want to forgo hull insurance, that might be fine because you know the limits of your loss. Liability? Potential claims could be very much bigger than what you anticipate in your C-140 with no passengers…

I have had four adults plus an infant and bags to the ceiling. I was uncomfortable with bags above seat level but everything was soft and light. I’m more conservative now and would like a retainer separating the cargo from the soft squishy bits.

In my case it was because I was very stupid. I'd been doing some maneuvers at a moderate power setting, about half to two-thirds throttle, and decided to do a stall in clean configuration. The nose was very high, way higher than I expected and I realized it was because I still had throttle on, so I pulled it off. I think about a millisecond into my action of pulling the throttle back I realized, "Oh, wait, this is very stupid...", but it was too late at that point.

They all stall at high deck angles under full power.

People often ask which is better: ForeFlight or Garmin Pilot. I have used both, though I haven't used Pilot for a few years. The apps may be similar but ForeFlight tech support is miles ahead of Garmin's. They answer my email, usually within a few hours, and almost always point me to a solution to my problem on the first try.

Well, the problem came back: iPad and Garmin equipment show paired and connected but ForeFlight doesn't recognize the Garmin devices (GTX 345, G3X). I contacted the excellent ForeFlight support team and Justin suggested that the problem might be that I migrated the ForeFlight app from the old iPad using the iCloud backup. He suggested deleting it and reloading it from the App store. Most settings remain - I did have to change a few options on the map an download the nav data. But this did fix the problem. Skip

The shaft in the switch was corroded pretty badly. Just broke when pulling out

I am surprised no one has tried to figure out hours flown by Mooneys (or any other make/model) from ADS-B data like flightaware. I don’t know if they let you read their data, but it should not be too hard to write a script to get what you want if they let you do it.

It would on the ground, which is the only place I'd use one of those, anyway. But, yeah, the hatrack is a very dangerous place for it.

Did you contact the door manufacturer?

Shouldn’t but what the heck it’s rusted easy and inexpensive, due to the rust it ought to be replaced anyway. Assuming the motor sounds normal, my bet is the drive is slipping, sheared key or something, it ought to be real easy to see. I don’t think it’s the gears, if you broke a gear you can tell from the noise it makes, but it could be a gear slipping on its shaft

I'm in....

That seems to be the right thing for Continental's TSIO engines. Control temperature with pitch.

I used this in my 201. Had plenty of room holding the cargo area down when loaded. It’s ready to go in the Bravo when or if it ever arrives. Sent from my iPhone using Tapatalk

I flew to Halifax and then Newfoundland this past summer. It was my first use of the customs sticker. It took some reading to orient myself to the procedures for EAPIS and NavCanada, but it’s actually not very onerous at all once you wrap your head around the steps. I could easily throw together the paperwork for a flight back there in not much longer than it would take to file for any other IFR flight, now that I’ve had some practice. The customs folks were nice on both sides (cleared by phone arriving in Halifax, and had a very cursory chat with a friendly officer at Bangor coming home). ATC was great and IFR procedures were 99% similar (but do read up on the differences). Also had to shell out for the North America nav databases. The only truly painful part was that 100LL at Deer Lake (CYDF) came out to over $12USD/gal and the ramp fees were equally inflated. Halifax was not as bad, and close enough to tanker fuel from the US. Overall it was a great experience and I’ve already ordered my 2024 sticker in anticipation of going back to Halifax this summer. Edit to add that I would highly recommend subscribing to international XM weather for the trip, as there is no ADS-B weather up there. It’s easy to take ADS-B for granted stateside. During the somewhat remote leg up to CYDF with “gentleman’s IMC” along the way, it was reassuring to confirm things weren’t changing for the worse at my destination. It was easy to subscribe to the international version of XM weather for a month, then downgrade again afterwards. Sent from my iPhone using Tapatalk

FWIW I’ve heard from two different well regarded shops that they’ve had nothing but trouble with the Electroair. Even when working, they reported that it failed to deliver on speed/efficiency improvements (compared to advertised, as well as compared to their experience with SureFly). Sent from my iPhone using Tapatalk

Hope you didn't talk to the FBO versus Operations in the GA terminal. I paid just under a thousand Pesos yesterday when I departed for Loreo, 400 pesos for landing fee and bit more than 500 pesos for parking for about 3 days. But if you use the FBO and they add handling fees expect to pay several hundred more dollars for the handling fees. I avoid FBO's like the plaque since they're super expensive in Mexico, they cater to Jet's with pilots that rely on dispatchers and the Cirrus crowd exactly!

The other conversation regarding statistics dovetails nicely here… So perhaps 70% of accidents and fatalities were over 65. is this a function of age, or is it a function of people old enough to have disposable income but don’t stay proficient? I don’t know the answer, but I can tell you this, I know a lot of 65 year olds I would feel more comfortable flying with than 25 year olds. If you are 65, fly 10 hours a year, have high blood pressure and are obese, is it the same as a 65 year old who flies 300 hours a year, fit and in perfect health? Guess what….the insurance thinks so….

Take a spare switch location and put in a second master switch in series with the original. Label it something like dome light or something. They will never figure it out.

Don't know about you but I am poor BECAUSE I own a plane...100% of nothing is still nothing lol

I take pilots all the time to Mexico, usually as a day trip to San Felipe to get their entry permit and go through all the procedures in both directions. Then after having gone thorough the process, the pilot is ready to take their family down without the stress.

My wife and I love traveling with our Mooney and we're both pilots which really helps. We just got back from spending New Years down in Baja, visiting La Paz and Loreto. Cleared in La Paz and exited out of Loreto. We've flown all over Mexico and Central America - went to Panama last January, and I've been able to go down to San Salvador to give Mooney instruction. And of course flown in the Bahama's which is barely leaving the US since your still talking to US controllers most of the time anyway. And love to fly to Alaska via Canada. Even flown to Cuba back when it was easier. Every country has their own requirements that we must learn and meet, but Ken is right on. Of the all the minor hassles I've been exposed too, which have been very few, the biggest by far have been with our very own CBP. I've seen American's get into some trouble with Mexican authorities for doing stupid stuff they should have know better and for complaining they were some how being ripped off when they weren't. But I've seen first hand the Mexican authorities are far more forgiving with newbie Americans than our CBP folks. The talk about Mexico right now is the changes in the entry permit process. Its a bit more hassle and lots of folks complaining about the changes but a little paper works isn't going to slow us down! BTW, towered airports have just as good security in Mexico as the US, after all they're going by the same ICAO rules everyone is. But its a pretty novel experience to fly into a uncontrolled strip in Baja and park a few meters from your hotel room. Even then, there are few National Guard troops looking after the airport as there is in almost every licensed strip. Order the decal so you have it when you need it. You need the decal number to file your eAPIS. But no need to put it on your plane till you need it. I didn't put my 2024 decal on my till after I landed and was waiting in the customs box for the CBP folks to walk out.

I fly with my CFI monthly to keep me sharp. We do various approaches and task saturation events to keep me on ‘edge’. He is a King Air instructor and evaluator so he has a high standard. He’ll let me know if I’m not on my game. I find that to be a good way for me to gauge. Since I also deal with software architectures and lots of math/designing as my everyday job, that helps keep the mind very active. Flying often has really helped me now that I’m in my 60s. Quarterly Medical’s with my Primary (full workups) and twice yearly exams with my specialists keep me in check. I’m very aware of what age related issues arise so I know it will eventually come time to stop flying. I’m doing what I can to keep sharp and in shape. It takes more work as we age just to maintain what we have currently have. I fly 100+ hours a year and at least weekly (when not down for maintenance). Been doing that the last 3 years and getting my Instrument rating really pushed me. I also do monthly FAA Safety classes/programs. It’s a lot of work but I love flying and want to do it for as long as I can. MAPA - did that 2 years ago and plan on this year since it’s in Texas again. -Don

I agree statistics and testing are a powerful tool, but I’m just finishing my masters in economics, and the last class I had on econometrics was disheartening. There are so many pitfalls, methods, tests, choices, and grey areas that it seems like two things happen… either the researcher can make the end result say what they like (to a certain extent) or someone with less experience will just muff a very complicated situation and draw the wrong conclusions. Omitted variable bias and selection bias are easy ones to understand and see how they screw up everything. In the end, I feel like it’s the experience and impartiality of the researchers as much as the data they have.

I'll take the other side for a moment. At this point the FAA isn't saying that you can't fly GA after a certain age. The insurance companies are a for-profit business. When they see an age category in which they are paying out more in claims than collecting in premiums, they understandably raise the rates. At a certain age they may determine that the risk is high enough that they won't offer a policy. I think if a 16 year old male wanted to insure a new Ferrari the answer would be the same. They couldn't charge enough in premiums to cover the potential risk. This may work to everyone's advantage though. It's tough to tell someone you are close to that they shouldn't drive any more or fly any more. The simple fact is that for most people, and there are always a few exceptions, cognitive abilities decline with age. I am the youngest of 4 children in a family with a large age span and I am seeing this in two of my older brothers now. The problem with exceptions is that everyone thinks that they are the exception. This is not going to be popular, but I think there should be a reasonable cognitive test for a Class 1, 2 and 3 Medical and Basic Med. We get a license that gives us the privilege of carrying passengers with us. It works out most of the time, but when someone who is declining in cognitive ability is put in a high stress situation, the outcome isn't good. Having another pilot onboard is not a bad thing. Being limited to day vfr is not bad either. There are ways to address this but to think that most people past a certain age have the same reflexes and decision making abilities they once had is not realistic. In many instances, if your airport doesn't require you to carry insurance you could fly without it or with just liability, but that's not really the point - you are being told that you are higher risk by someone who would have a profit motive to keep you insured. It's not a bad idea to listen to what they are saying and get an unbiased medical opinion to see where you stand. We tend to minimize the importance of mental health - it's just starting to get the attention it deserves. It's a catch-22 since cognitive decline and inability to judge one's own capabilities seem often to go hand-in-hand. Modesty is recognizing our own limitations. Opposing that, being a pilot has always carried some pride with it, since, as an example, only about 2 out of 1000 citizens in the U. S. carry a pilot's license. Sorting out a balance between those two characteristics can be difficult. We're all getting older, one day at a time.

Not exactly. The battery is called a 12 volt, as that is the nominal voltage. The actual voltage varies depending on how charged the battery is. A fully charged 12-volt battery is 12.8 volts. The charging system is set to output around 14-volts, as this is required to fully charge the 12-volt battery. The convention in aviation to call it a 14-volt system, as that is the approximate voltage in flight. In cars, the same system is called a 12-volt system. Volts are always potential. Amps are current.

Those are words to live by. @McMooney you should definitely take the leap and fly internationally this year. Bring some patience and an openminded attitude, and you will open an exciting new chapter in your flying career.

That is for the -KB variant used in Seneca 3 and 4. I don't think these were ever used in Mooneys.

It says no such thing. The engine is rated for continuous full HP. Full power climb is cooler for the engine but be sure to pitch for Vy+10-20 kts. if the fuel flow is set up properly it will climb cooler that way all the way to the flight levels. you may have been thinking of the TSIO-520 with 5 min limit at full power. Sent from my iPhone using Tapatalk

Green 500 to go Yellow 200 to go Red Minimums.

Wow, some CB you are. I know at least a dozen mooniacs who would have made the trips just cause they already paid for the sticker!

This is a strange story and I know you guys will smack me down if you think my expectations were out of line, so here it goes: I had a rather bizarre experience at IFR6. IFR6 is a school that specializes in immersive IFR training and other endorsements / ratings for pilots. IFR6 has a one-week IFR program that culminates with a check ride. I did my cross country 2 days before the check ride and was not happy with my proficiency. The school is in Charleston and I had failed to consider the implications of December weather in a city on the coast. My skills were not up to par with the wind and turbulence. That is 100% on me. The day after my cross country was the last day before my check ride and I noticed I was 8 hours short of the 40 needed for a check ride. I do feel that part of what I was paying for was the school managing my time but I’ll take responsibility and say that is also 100% on me for not keeping up on my hours throughout the week. I had asked what a path to success looked like the morning before my check ride and the response was, we would fly off the 8 hours today. It was another day of 20 to 30 knots at 3000 ft and my head was not in the right place to receive instruction. I asked to come back for my checkride prep and checkride but that got a quick denial. We spoke for about 20 or 30 minutes and I was being pressured to stay and was offered to return in Feb or Mar for my checkride. For some reason, the longer we were in the conference room the more contentious it became. But why - I wrote IFR6 a $6,500 check and had not asked or implied I wanted any money back. I declined the delayed checkride, put on my coat and left. I was walking to the FBO to leave and never to be heard from again. This is where it got even stranger. On my walk to the FBO, my CFII calls me and asks to have a few pages out of my syllabus. These were pages that we had both initialed indicating training received. I can’t put my finger on why, but I had become suspicious. I told the CFII that I would think about it. After entering the FBO, I got another call from one of the people who runs the place. I told her, I was talking to the lady at the FBO desk and to give me a minute. She hung up on me and immediately drove down to the FBO. She confronts me at the FBO desk, demanding the papers and stating that they had to be turned in to the FAA (I’ve already spoken to the FSDO, there is nothing to turn in to the FAA). I again declined handing them over and that they were already in my plane. She then loudly (I’m not easily embarrassed) proclaims that I have her property in my plane and demands access to the ramp. The FBO denied her access and assured me no one would be given access to my plane. It was so bad, I took my phone out of my pocket and was about to call 911. I knew that would just escalate the situation and decided instead to disengage. The IFR6 person then offers to refund my checkride fee ($500) in return for the pages. I still decline. Fast forward a couple days, I’m now home and the CFII texts me to say he needs the papers in order to get paid. That’s much different than “they have to be turned in to the FAA”. I continue to decline. I still don’t really know what was/is going on or what happened. I was polite and cordial, never contentious. All I wanted was to return for checkride prep and a checkride. The way IFR6 treated a customer who had written them a large check a week prior was despicable. As tempting as it is, go somewhere else.

As a very active CFI, I’ve never been a fan of accelerated training for the instrument ticket. The commercial is perfect for it and many experienced pilots can pull off the commercial maneuvers in a weekend. But not an instrument rating in a week or 10 days and learn enough instrument survival skills. Of course people still do it and those that do and are wise enough to treat only as license to learn will probably do fine. But IMO Instrument training shouldn’t be limited to just flying approaches and holds. IMO it’s essential to ensure every one gets lots of actual IMC flown partial panel, in lots of less than VFR weather while learning about weather first hand and is mentored in aeronautical decision making. As an example of the pitfalls of accelerated training, years ago here on Mooneyspace we all learned about a new pilot that purchased a J model then got a 10 day instrument ticket just in time to fly to Jackson Hole for a wedding. He signed up for the training just to be able to make the trip IFR as he figured correctly he would need it. The pilot made a lot bad choices on his return trip that got himself and two of his kids killed exceeding the capabilities of both the plane and pilot. Sent from my iPhone using Tapatalk

Imagine if the government, in say 1907, had tried to outlaw trains and force everyone to travel by Wright Flyer. That's where EVs are, and what D.C. is trying to do.

Have any Garmin equipment?

The electric trim will take it just as far as the manual trim will. If the trim is hard to move manually make sure that you have your shop change out the grease - it gets hard and makes it hard for the electric trim motor to do its job.

Oh, and my Bravo is now 50 pounds lighter with a slightly more forward CG. It was amazing how much weight was tied up in the wiring for the analog instruments and autopilot.

UL94 is essentially just regular avgas without the tetraethyl lead and etheylene dibromide additives From what I understand, GAMI at this point, doesn’t have a way to produce fuel in enough quantity for that kind of thing. My gut says they are trying to shield themselves from liability. GAMI is not a company that could afford to defend a high $ suit. They’re small. Personally, I think Braly is a very smart guy. If he says it will work, it probably will. He’s not a spring chicken. I don’t think he’s put this much time and money in with the plans to be the next Elon Musk. I think he did it just to prove it could be done.

If you pull the power off significantly at reasonable airspeeds, e.g., cruise, descent, whatever, the prop causes a ton of drag and pushes against the airframe and slows it down. Same thing. Many people push against the prop to put the airplane back in a hangar, even when it's resisting against a door track or something. If it was a problem I think it would have shown up long ago.

Your Ovation has superior stopping ability compared to the Rocket 305 and Missile 300 conversions. They retain the single piston brake calipers found on the lighter J and original K. They are marginal at best with the added weight of the TSIO-520 or IO-550. And if the Rocket/Missile is loaded up anywhere near the MGW of 3,200 lbs and/or you land a little too fast they are less than awe inspiring. Sometimes it doesn’t feel like the brakes are doing anything - like they are fading - as the runway exit which the Tower wants you to exit rapidly approaches.

Here is a trick I have found to be very effective. Put the OAT probe near the exhaust and bingo you never have to worry about icing. I am always a comfortable 200 degrees and zero concerns about icing up.

There are 4 safeties to prevent accidental reverse: - a mechanical lockout in the hub that unlocks <1400 RPM - an airspeed sensor, MT included, that disables reverse above 60 knots. - a "reverse arm switch" on the left side of the panel, beneath the G5. - a trigger on the pilot's yoke to activate reverse. Otherwise, the cockpit controls are the same as every other 252/Rocket - same throttle, prop and mixture knobs. The procedure is, arm the panel mounted switch before landing, after landing and the nosegear is on the ground, bring throttle below 1400 if it isn't already, squeeze the trigger on the yoke, prop flips to -14° pitch, use brakes and push throttle forward as far as needed to adjust the amount of reverse thrust (which feels weird to do after you just landed and don't intend to takeoff again), release trigger once slowed and taxi like every other aircraft.

They're pretty clickbait-y, and he's fond of those annoying thumbnail images that are ubiquitous on YouTube. You know the ones: usually the person's exaggerated facial expression next to some all-caps text like "NEAR-MISS with STUDENT CESSNA????" Then after sitting through a 15 minute video you find out they were, at worst, 4 nm and 2000' apart, and it was never even mentioned on frequency. Just not my thing.