Pinecone

My problem is, it is aimed straight back between the seats. So my feet and lower legs get chilly.

I did my Private ASES in Maine. A C-172 on floats. It was great fun. My first flight was ACTUAL glassy water. My checkride was with "Maine's only lady bush pilot." The oram was over coffee at her kitchen table and after the flight, it was a piece of home made apple pie and another coffee while she typed out my temp certificate. She flew a Maule on floats and seems won the short takeoff contest at the annual float plane fly in locally. The Beaver is tempting, but in memory of that check ride, I may have to go here - https://www.flyfloatplanes.com/ AMEL will HAVE to be the Grumman Goose in Alaska. Although, there is a Beech 18 on floats.......

You just need to wire in two.

THIS ^^^^^^

Are you sure about that? I am pretty sure that you still need to do the ATP-CPT training to add the ME class rating.

The ultimate in efficiency with load capacity is a 252 converted to Encore specs. You can get a useful load in the 1100 pound range. I see about 174 KTAS in the mid teens running about 10 GPH. The big engined Mooneys are a bit faster, but burn a good bit more fuel But if you want FIKI, that will go down a bit. Plus, there are very few 252/Encore with it installed, and installing it on an airplane without it is around $75,000. The mid body gives you more room in the back seat and slightly larger baggage compartment. IRRC, all the extra length in the long bodies is in the baggage compartment.

Green tape for the edge, then blue tape to hold the masking paper to cover larger areas.

My doc was the same. He would not sign based on a complete physical a couple of months before. He did a quick exam and then did the paperwork. But I am in a concierge service, so there was no charge. I will do it this year with my normal physical. He also does my SCCA medical at that time.

I don't have much time in an AN-2, but it is fun to fly. Except it has the WORST harmonized controls of any airplane I have flown. Ailerons are SUPER heavy and not very effect. Elevator is very powerful and very light. Rudder pedals feel like they are set in concrete, but will make it fly so you have to look out the side window to see where you are going. I almost got to fly one from Lithuania to the US. I actually had put together a team to fly back 5 of them. But when the principles arrived back in Lithuanian they were not ready for the flight, and there was a deadline to get them out of the country, so they flew them to Poland and disassembled them for shipment.

Hmm, I never realized or thought about it. But it is a Mechanic certificate with Airframe and Powerplant Ratings. But Part 65 just says Mechanic Certificate or Certified Mechanic. Although one FAA wid page uses the term Aircraft Mechanic Technician or Aircraft Mechanic.

Missed that. Sorry

MU-2? Was sold under the Mooney banner at one point.

I have only said that about 3 - 5 times. Yes, you could. But that does not change the fact that the ATP was still 1500 hours. Two different issues.

That is for the G3X/EIS. The OP was about G1000

In candescent don't normally have the issue as much as the filament can't cool fast enough for the light output to decrease a lot.

Many people can perceive 60 Hz flicker. In the days of CRT monitors, I "fixed" a lot of issues with users and eye strain by bumping the refresh rate to 72Hz or higher.

It plane is stored outside, maybe a product like this would be a good idea - https://wingviewtint.com/products/fuel-cap-covers

Not very affordable.

My thoughts also. I got several quotes in the low to mid 50 range. That was for 10" G3X, EIS, GFC-500 (3 axis) And I already have a 650Xi, G-5 and GTX-345. Those 3 items are around 22 just for them, not including install.

They are producing and shipping parts. I have ordered 3 things from them over the past couple of months. Two were off the shelf (not made by Mooney, but in stock) and one was produced for me. But yes, they have been very quiet. Over the summer I suggested a monthly update posting, and most here on MS thought that was a terrible idea as it would take time away from resurrecting Mooney.

Having just done a CAP checkride in a G1000 aircraft, reversion is what Garmin calls using the other screen for the data or combining the data into the primary screen if the MFD fails. Again, I am looking at a right hand display for a pilot in the right seat. The other option is a docking station for an AERA 760

They are wrong. I happen to have the 1991 FAR/AIM in my hands. ATP Aeronautical experience. 61.155(b)(1) At least 250 hours PIC, in an airplane, or as a copilot performing the duties and functions of a PIC under supervision of a PIC or a comfbination thereof, of which at least 100 hours was XC and 35 hours were night. 61.155(b) (2) At least 1500 hours of flight time as a pilot including (i) 500 hours XC flight time (ii) 100 hours night flight time (iii)75 hours of actual or simulated instrument time, of which at least 50 hours was in flight.

Agreed. But you stated that in the past the ATP only required 250 hours. Which is not correct. But yes, you could fly for the airlines with only 250 hours because an ATP was not required. Similar end point, but a HUGE difference in how.

Did you read what I replied to???????? The statement I was replying to stated that this job was paying higher than starting at a Regional airline.

COMMERCIAL rating was 250 hours for Part 61. Part 141 was around 200 hours. ATP has been 1500 hours since I recall. BUT, in the past you did not need ATP to be an FO, so you could get hired at 250 hours with a Commercial.