Deb

Paul Bertorelli confirmed it was the old Parmetheus and not the newer Parmetheus Plus lamps which were tested.

After the shuttle program ended, the restrictions in that airspace have been relaxed. You are allowed to fly a low approach over the shuttle landing facility; you may fly as low as you want as long as you don't actually touch the runway. As long as R-2934 is cold, you're good to go. There are still rocket launches at the cape, but the controllers will let you know. We had a similar experience to yours; apparently this has become a "bucket list item."

Even though we always sump our tanks, we taxi on one tank and then switch tanks for our run-up and takeoff.

In addition to the above suggestions, being physically comfortable will help. So make sure you're not too hot; that will definitely add to your discomfort. A sip of cold water can help with symptoms. Try not to make sudden abrupt movements with your head under the hood, particularly during turns. As others have said, this too shall pass.

We wipe off the gear door and breather tube after flight. We also put a paper towel in the breather tube when we're not flying. We clip a "remove before flight" streamer on the paper towel and another on the pilot seat or flap switch so we don't forget to remove it. The oil over time will damage the paint on the bottom of the gear door if it's allowed to remain there.

The May 2015 Aviation Consumer has an article on landing lights. For LEDs, they liked the Aero LED Sunspot ($325-$364), followed by Whelen Parmetheus ($229), Rigid/Precise Flight ($230) and Teledyne Alphabeam ($275). Notes: They appear to have only tested PAR 36 lamps. The Rigid/Precise Flight is only for experimentals. It looks like the Whelen Parmetheus was the old one and not the new Parmetheus Plus model (I'm not sure; I've asked the author for clarification.) The prices are from the article. They did say HID were brightest.

From Dave Shuster at Beechtalk: FAA guidance: http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%2020-173.pdf

We keep a chamois in the plane...

Joeallen, The FAA Digital Terminal Procedures webpage indicates if there are changes from the previous cycle when you select an airport. The last column "Compare" will print out both plates with changes indicated on the new plate. https://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dtpp/search/

According to news reports, it was Richard flying alone. According to those reports, he was able to exit the plane prior to its catching fire. Reports were he had minor injuries. We called him, but like Don, we got voicemail. We're certainly glad he's OK. http://www.wfla.com/story/28850351/pilot-walks-away-from-lakeland-plane-crash http://www.nbcmiami.com/news/local/Pilot-Survives-Fiery-Small-Plane-Crash-in-Lakeland-300708321.html

Bob, That's interesting. We met him in the summer of 2012. Perhaps we misunderstood? He was pleased with the N number he had chosen.

We met him at an event while he was mayor. His Mooney was N504MB (a 50th birthday present for himself). We recall his saying it was a Bravo. He doesn't have it anymore. He flies his own helicopters (Agusta). He told us that his professional pilot knows not to touch the controls while he's flying. He probably doesn't fly the Falcon.

Last Monday, KGEV (Ashe County, NC) to KVRB (Vero Beach, FL) to see the M600 Meridian. Instrument takeoff, and we flew out on the RNAV approach course keeping well above the minimums (for landing). We filed for 10,000 ft and Charlotte approach asked whether we could accept 13,000 ft over the Class B. We said yes (although the winds were less favorable); in the end, they left us at 10,000 ft and gave us direct Savannah. Sometimes life is good. Previous flight to KCLW (Clearwater, FL) from the southeast, VFR flight following. We asked Center whether we could be cleared into Tampa's Class B airspace, but they said we'd have to ask Approach. Apparently Tampa Approach was too busy to answer any of our calls for over 5 mins; by then we were below their airspace. Next time we'll file IFR and see where they send us. We're pretty much resighned to a sightseeing trip; at least it's a pretty view!

We asked the tower manager at KFMY (Class D, contract tower) the answer to your question. He expects you to stay on the same side of the runway, and maneuver to land as you see fit; you can enter a downwind, a base, or anything else. If you need to do an unexpected maneuver (a 360 degree turn because you're too high, for example) he expects you to tell him. If he wants you to enter a downwind or base, he'll tell you specifically. Otherwise, it's up to you. As he said, he's seen it all.

From AC 23-8C, § 23.233 "1) Crosswind. (a) The airplane should be operated throughout its approved loading envelope at gradually increasing values of crosswind component until a crosswind equivalent to 0.2 VSO is reached. All approved takeoff and landing configurations should be evaluated. Higher crosswind values may be evaluated at the discretion of the test pilot for AFM inclusion." § 23.75 "(3) Approach and Landing. The steady approach, the pilot skill, the conditions, the vertical accelerations, and the airplane actions in § 23.75(a), (, and © are concerned primarily with not requiring particularly skillful or abrupt maneuvers after passing the 50-foot point..." So, paraphrasing, the manufacturer is only required to demonstrate a maximum crosswind component of at least 1.2 Vs0, not requiring particularly skillful or abrupt maneuvers by the pilot to land.

Don, thanks for posting that. This is the paragraph in question. "(4). IF THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINES THAT THE PILOT (THE PERSON OPERATING THE AIRCRAFT EQUIPPED WITH AVIDYNE AVIATION PRODUCTS, HERINAFTER “PILOT”) WAS THE PROBABLE CAUSE OF AN ACCIDENT OR INCIDENT, AND PROVIDED THE ACCIDENT OR INCIDENT OCCURRED WHILE I HAD AN OWNERSHIP INTEREST IN THE ACCIDENT OR INCIDENT AIRCRAFT EQUIPPED WITH THE AVIDYNE AVIATION PRODUCTS, I WILL INDEMNIFY AND HOLD HARMLESS AVIDYNE CORPORATION AND THE RELEASED PARTIES FROM AND AGAINST ALL CLAIMS REFERRED TO IN THE PRECEDING PARAGRAPHS, AND PAY THE COSTS OF DEFENDING SUCH CLAIMS (INCLUDING ATTORNEY’S FEES), REGARDLESS OF WHETHER THE ALLEGED INJURY, DAMAGE OR LOSS IS OCCASIONED IN WHOLE OR IN PART BY THE NEGLIGENCE, NEGLECT OR FAULT OF ANY ONE OR MORE OF THE RELEASED PARTIES. THIS CLAUSE WILL NOT APPLY TO THE PERSON SIGNING THIS AGREEMENT PROVIDED THAT PERSON WAS NOT THE PILOT AND THE PILOT SIGNED AN AVIDYNE WAIVER, RELEASE AND INDEMNIFICATION AGREEMENT." Full text: http://avidyne.com/downloads/media/AeroPlan_Overview_wInstructions.pdf

Panorama has been the most GA friendly FBO on the field. Unfortunately they were bought out by Landmark a couple of years ago, but they're probably still the best bet for a Mooney. Current fees: Facility fee $40 waived with purchase of 7 gals of avgas at ~$7.00/gal, tiedown is $20/night. (We've never been charged the airport $2.50 landing fee; perhaps it's been done away with.) They have 2 facilities; they'll send you to the West facility. It's at the SW corner of the airport, Hangar T on the Airport Diagram. 914-328-9800. Panorama used to have crew cars, no charge, for a couple of hours. Don't know if Landmark still does this. Rental cars were reasonably priced. They will drive you to the train station at no charge. The FBO is quite nice; they used to have free beer and cookies (probably still do). Sadly, there is no more cheesecake. (We haven't been there since last summer.) We haven't been to the other FBOs (Signature, Million Air) but they appear to cater mostly to jets (judging by what's on their ramps), although aviatoreb (Eric) goes to Million Air. You could give them a call to check fees; I recall $40 facility fee waived with 10 or 15 gal avgas purchase, and $40/night tiedown, but that might have changed. Filing from the south adds to the flight, since we've always gotten BWZ SAX BREZY. It's more scenic and shorter to cancel and fly up the Hudson river.

It's difficult to get anyone on the phone at Mooney, although in our experience calls are returned. Email tends to work better: support@mooney.com sellis@mooney.com (Stacey Ellis)

The DPE is not PIC for the checkride; the examinee is. The DPEs in our area check to make sure the plane has a current annual or 100 hr inspection, and pitot/static inspection for the transponder is current. Also checks for registration, airworthiness certificate, AFM and W/B.

This thread discusses fuel senders made by a company called CIES. Theysupply senders for Cirrus. The senders are TSO'd. They are not yet STC'd for Mooneys. I spoke with the president of the company, Scott Philiben; he knows Tom Bowen at Mooney and he hopes to get them STC'd for Mooney. Engineering types might give him a call to determine whether his senders are in fact more accurate and robust. http://www.beechtalk.com/forums/viewtopic.php?f=7&t=103920

Beechtalk has several threads on this: http://www.beechtalk.com/forums/viewtopic.php?f=37&t=103287 http://www.beechtalk.com/forums/viewtopic.php?f=37&t=105061 We had 3 Champion fine wire plugs with ceramic cracks.

Never feel bad about a no go decision, even if it turns out you could have made it. That is always better than the other way around. We've cancelled many plans. We flew to the 2015 Seniors Soaring Chanpionship at Seminole Lake Gliderport (Clermont, FL). About 60 gorgeous gliders, all flying at the same time. Spectacular!

Funny you should ask... Earlier this year, a new approach plate was issued for the eastbound RNAV approach to KFXE. It was now RNAV 09 instead of RNAV 08 (OK, no big deal), but interestingly, the mileages between the waypoints had changed although the names had stayed the same. The distance charted (on the plate) between ENVER and PADDS (IAF --> FAF) increased from 6 NM to 6.1 NM, and the distance from PADDS to the runway increased from 6 NM to 6.1 NM. So, in theory, ENVER moved 0.2 miles west, and PADDS moved 0.1 miles west. However, the GPS coordinates for the waypoints had not changed. (The runway numbers were repainted but the runway and threshold were not relocated.) So apparently small changes can happen. The FAA and the airport said this was due to a more accurate survey, and the previous mileages were slightly off.

The FBO has paved parking and it's been around $25. They used to have a shuttle to the other side but one should probably check with them. Cab can be ~$10 each way per person. There is some paved parking at S-n-F, but usually for twins. We've seen people stop their planes and push them onto the grass (a several person job!).

Yes, it was over 5 yrs ago, and they offered a discount to Florida Aero Club members. We haven't been there since Landmark took over; perhaps you can get a rental car now? We haven't understood Landmark's interest in PHK. Landmark recently took over Key West (EYW); on the face of it, that would appear more lucrative.