Pinecone

In some cases, I think it is that the plan is next year. This year is too busy, but next year I will fly, sail, drive, etc

Non-participating aircraft are those not in contact and identified by the controlling ATC facility. Anytime I have been IFR, I have been vectored clear of active MOAs.

I still cannot see someone opening the baggage door, climbing in, squirming around and extricating someone who is not conscious and able to get out on their own. Try it.

My 252 POH is the same. Start and taxi on one tank, switch before the run up. I was wondering how long it would run without fuel delivery. I suspected with fuel injection it would not be long.

Yes, but that would only effect the ends of the trim range. Which is not where the trim is during cruise.

Do you really think that a rescuer is going to open that little door, crawl in, squirm around, and try to rescue someone by taken them out??????? No, they are going to cut a BIG hole in the fuselage.

As for making sure you know how much fuel you have, get a FuelStik or Universal Fuel Hawk and calibrate it for YOUR airplane. It does take very long (unless you have Monroy tanks) and then you can know exactly how much. Article on doing this - https://themooneyflyer.com/issues/2023-JulTMF.pdf

How would that be? If I trim, I change the incidence of the stab. The elevator will be under the influence of the airflow and the springs. Unless the spring "center" is a bit off. Not sure what it would be a huge deal to change that.

Except our stab is variable incidence.

My plane is 28 volt system, so never going to see 10 volts. But with the light weight, why not make a double size one?

There is a difference between teaching to use full rudder in a serious upset condition and walking the rudders to deal with minor wake turbulence. A single use in a serious upset should be fine.

I like the LiFePO4 idea. But we don't need too light of a battery, as forward CG is more of an issue. The EarthX is 1/2 the amp-hours versus AGM. So IFR with an alternator failure, you have half the battery life. IMO, it would have been smarter for them to make the battery twice as heavy (still less than 11 pounds) but about the same amp-hour. FYI, only STC for E, F, J, and K Mooneys at this time.

Lead clip on wheel weights still are but are getting harder to find. If you get some and want to melt them down, make sure you don't use any that seem light for their size. Some are made of zinc, and you don't want to melt that into your mix. If you use JUST enough temp to melt the lead ones, the zinc ones will float on time. But a bit more heat and they also melt. The stick-on ones are almost pure lead.

@OSUAV8TER James can help. I went with this one - Whelen Orion 360 Beacon LED Lights For Sale | Whelen Aerospace Technologies (flywat.com) A lot cheaper than the 90724.

I could never sell a share in MY plane. Maybe the answer is a dry or wet lease, where you exercise control over how the plane is flown, but you have some others also flying the plane to offset some costs and to keep the plane active. I friend of mine bought into an equity partnership in a Cherokee 180 not long after he got his Private. He paid 1/3 the cost of the plane. Then they split all the fixed costs equally. The scheduling was, each partner got a week, Monday - Monday, in rotation. If you wanted to fly, and it was not your week, you called the partner who controlled that week and asked if it was OK to fly. Most times, even to take the plane for a few days, it was fine. Over probably 10 years, I only know of one trip my friend was not able to get the plane. Funny thing was, one partner lost his medical, but did not want to sell he share, so he continued to pay his share of fixed costs. Then the second partner had issues and did the same. So my friend ended up having the airplane all the time, but only paying 1/3 of the fixed cost. So I might amend my first sentence, that maybe I would work out some deal so my plane gets flown versus sitting idle for long periods of time, but not to the point I want to outright sell it.

I fly C-182s with CAP and the useful loads are not that much higher. And they burn more fuel for less speed, so you eat up the UL with carrying more fuel.

Trim tab is different than a servo or anti servo tab. But you can also combine a trim tab and servo/anti servo tab. And in some aircraft, the controls connect to the servo tab, which moves the control surface. There is no direct connection from the control stick/yoke to the control surface. In the A-10, if you lose hydraulics, you would go into Manual Reversion, which operated this way for the ailerons. The stick controlled the former trim tab as a servo tab, as there as NO WAY you could move the ailerons by muscle force directly.

The older pre-motion T-38 sim, you could land it upside down. And if paused in that condition, immediately "crashed" when the next person took it off of pause.

Since he has a 220kW source, I am thinking electric car. So not so simple to connect to the car battery. 115 volts at 2 amps is only 230 watts. That will not warm up an engine in 30 minutes. It will take hours. FYI, Tanis website was 460 watts, so 4 amps at 115 volts.

Did you have Vectors To Final selected or an IAF for the approach?

True. But Van's seems to be able to do it.

I am not saying to convert an SE GA to that form of manufacturing. But CNC cut and matched hole should be doable and greatly reduce the hours to produce a plane.

Uuh, who is young????

I know that no light single manufacturer builds planes that way, but I don't see why they could not. I understand the issue with the steel tube cage, but that is only the cockpit area. The rest of the plane could be assembled much quicker with a less highly skilled labor requirement. I toured the Lockheed Martin Ft Worth plant. To make an F-16 wing, they take a block of aluminum and a CNC mill, and poof, you have the main wing structure, only requiring the skins. And the holes are already there.

@OSUAV8TER is a stocking dealer. So most times he can ship immediately. I got all my Whelen from him. Landing, Taxi, Tips, Tail, Recog, and a belly beacon to add. For the lenses, GLAP quoted me 6 - 8 weeks when I needed one. But Knots2U had them in stock. The LED tail light is both position light and strobe. The later Mooneys, it is only strobe. So if you want it as an additional position light, you need to run one wire. If you want to sync it to the other so the strobes flash together, you need to run two conductors. For the wing tip lights, some planes have 4 wires, some (my 252) have only 3. If you want to sync the strobes you need 4 wires (nav, strobe, ground, and sync). Leaving the wing tip rear lights alone means your annuciator dimmer works. Otherwise you need to play some games, as the system uses the current draw of those lights to do the dimming. There are LED replacements if you really want to do that.