kpaul

That is what I did. Used the 3M picture hanging velcro. Works great and easily removed with no residue if warranted.

Are you correctable to 20/20 with glasses? That is the current requirement for the AF. Lots of my co-workers wear glasses or contacts.

Welcome to MS. @Alan Foxhas a good supply of used avionics acquired during salvage.

Makes for a good looking picture though. It's easier to see the planes against the sky, if they were stepped down, the backdrop would be the ground.

I'm a bit south of you in MS. I am 6'1" and about 230lbs. I fly a M20F. Your size will not be a problem.

Just find a snowmobile engine shop... The MQ-1 Predator (drone) used the turbo charged 914. They are great engines. They operated in the high teens to mid 20s for altitude in high DA locations and extremely high mountains. They ran about 22.5 hours per day. The only real maintenance problem that were encountered was the occasional turbo failure, if this happened the airplane would end up descending to about 12,000 MSL, occasionally that caused problems with terrain. The engines had 50 hour oil changes every 2 days.

@Parker_Woodruff is in the area, and if you don't already have your insurance taken care of, he is your guy.

I think that your CFI actually wrote this...."covering all areas of pertinent list for a private pilot" I have known a few CFIs that have some pre-printed labels with blanks for the dates and times so that in the future the log is discernable. Same goes for A&Ps that print their work completed on stickers. I wish all my past logs were readable.

There are quire a few Max 8s parked, but they are already compliant.

Welcome to Mooney Space and Mooney ownership.

I wish I had a photo of it, but at OSH '16 I believe it was, Mooney put the plan in their booth on blocks. They jacked up the plane and had custom made risers for the mains so the plane sat level.

Is the Davtron probe part number C307PS? Want to make sure I order the correct part. EDIT: I just read in Appendix A of the G5 install manual, that is the correct part.

You would really have to try to get the PC-12 out of W&B/CG. The crash a few years back of a PC-12 in Butte MT had a similar load out of passengers and it was determined by the NTSB that it was well within CG and W&B. I have nearly 2000 hours flying PC-12s well above the published weights, all with Pilatus engineers blessing. Because of this you can purchase a STC from Pilatus to increase the max gross weight. Doubtful that it would require a full fuel load to fly from South Dakota to Idaho, although my guess is there would have been significant headwinds heading west into a winter storm. From what I can tell the departure airport only had self service fuel and no other services. Hopefully the PIC did not save money by skipping the anti-ice inhibitor in the fuel (cause of Butte crash). Reports are of an inch of show per hour. How do you de-ice a T-tail aircraft without a de-icing truck? Always sad especially when children are involved.

I was only comparing what was in Paul's photos, his EDM900 uses nautical miles for everything, I never mentioned a vehicle. And honestly I don't care about NMPG to SMPG comparisons because comparing any ground vehicle to an airplane is stupid, they have completely different purposes.

I was told by AMSAFE that Don and Paul Maxwell were working with them on install procedures from Mooneys. That was at OSH 2018. Maybe @Pmaxwellcan give an install time/cost extimate.

Ok, so now turn around and put that 27kts of tail wind on the nose...that 54 kts net change puts you about 15.6 mpg. Also, using simple math of your 202 ktgs / 9.5 gph it appears your MPG is slightly generous...your only getting 21.26 MPG.

I am not in my 70s so take it for what it's worth. I am switching to Airspeed because I appreciate his customer first approach. I will be using the same insurance company to cover my plane, just switching to Parker as my broker.

Doc, there you go again, quoting regulations not that doesn't champion the use of a relief tube or Winter Deicing good to -40 degrees (WD-40).

Perry, The admins @mooniac58 will take care of you. It is not an automatic system. Sometimes it may take a day or so.

@Alan Foxhas been known to have some in stock from time to time.

For the second year at the Summit our very own John Liskey @bonaldonated his talent to the available items in the silent auction. Last year I was out bid, this year I was fortunate to come out on top when the bidding closed. I will begin by saying that John was great to work with, a few emails and a couple phone calls and he was off to create his masterpiece. Despite forest fires and rolling blackouts, John was always in touch giving updates on the progress. Well today the finished project arrived on my door step. The finished product...all I can say is WOW! I had image in my mind that paled in comparison to what John was able to do with a paint brush. The little details captured really make the painting. He even cleaned the belly! I would recommend that anyone who loves their plane and enjoys aviation art to talk to John. Oh, he also does other modes of transportation. I am afraid that it doesn't photograph as well as it shows in person, but here are some shots.

Tamara, @AGL Aviationwhat are you guys seeing for install times? Asking for a friend

Alex, When flying twin engine airplanes it is best to start both engines, otherwise you are better off in your Money.

Just had a VIP tour of the Beech factory a couple of weeks ago. Beech is not a one trick pony like Mooney. They have an entire line producing the AT-6/T-6 for US and foreign militaries. They have the King Air line Producing the 100/200/300 series. Then they have the new Longitude Line of $40M jets. In between the King Air and Longitude assembly lines lived the Bonanza and Barron production. There had to be close to 100 aircraft in various stages of production on the 4 lines. Of that there were, I think, only 5 or 6 Bonanza/Barron aircraft. The Beech factory was amazing and yes they have a few robots that work on the Longitude, but most of it appeared to still require humans.

The C-130s I flew had a yaw damper...the pilots feet. The PC-12 has one, it is very useful for pilots that can't figure out what to do with their feet when power changes are made. Makes for lazy pilots, but happy folks sitting in the back. Now the Beech 400 is a different story, that plane Dutch rolls like it is its job. I'm not sure I would fly that one with the YD inop, even though it is not required below FL280. For planes I've flown, the YD was generally turned on shortly after the gear and flap were raised and turned off in the before landing checklist. On a side note it is very difficult to taxi with the YD engaged