Pinecone

It is different in that Mooney doesn't have a lot of parts available. If I were in charge, as they get orders, I would make extras and start to stock up on parts available. And either open up suppliers to sell direct, or place small orders to stock things like no-back springs. But not sure what they are doing, as they have not been saying anything. If I were running it, I would be telling owners what is going on. Johnny was online almost a year ago with info, and then nothing. I suggested a monthly post on MS to keep the word out, and everyone here jumped on me.

REALLY old school when you not only have and ADF, you have TWO of them. Yeah, we could you spend some real money. Another option is to look at the Aspen 1500. Fits in the existing round holes, gives you PFD and MFD. If you want to really do the job (and probably spend more than you paid for the plane): 10" G3X with EIS G-5 Backup GTN-750Xi primary GTN-650 secondary (or go with a simpler nav/com) GTX-345 transponder (ADSB Out and In) GFC-500 autopilot Either Garmin 350 or PS Engineering 450 audio panel Optional - 7" G3X for the right side or panel mount for AERA 760

I have a KAP-150 with KAS-297B. I does NOT capture altitude if you are manually pitched. It must have VS activated.

I had a choice of Paper or Paper With Digital. No option for digital only.

a) I have uninsured motorist coverage. b) USAA does not wiggle out of claims or dinging members. They DO work hard to not pay claims from non-members.

Back when I was instructing they ran a gypsy moth spray operation off our field. They had two Ayres Turbo Thrushes and a Cessna Ag Wagon. I loved the fuel placards on the Thrushes. Use ONLY - Jet A, Jet A-1, Jet-B, Jet-B1, JP-4, JP-5, Kerosine #2, #2 Diesel Fuel, #2 Home Heating Oil, AVGAS 100LL, AVGAS 100/130, AVGAS 91/96, AVGAS 80/87, MOGAS...... I LOVED the ONLY, then the choices wrapped around the filler port a couple of times. I think the only thing liquid and flammable they missed was Vodka They did the operation using Home Heating Oil. One of the local companies sent a truck every day or two to fill up their fuel truck. They bought 100LL for the Cessna from the FBO.

Nope. Prototype was with a 1710 cubic inch engine that was smaller in diameter than US engine. But, most of the currently flyable ones are flying with a P&W R-1820. Only one has the original Japanese engine

PM me your address. If I have any left, I will send you one to test.

I can see the rebalancing if the weight is stripped and repainted without removal. If you removed the weight, then you could weigh it, strip, inspect, repaint, return to the pre-stripping weight. But might be a pain to remove and replace the iron rivets.

And you do lose service ceiling. But it is not like many 252s cruised over FL250

But it was suspicious enough to have them continue.

YES. It took me a while to figure out it will only capture an altitude ONLY if you had set the climb/descent rate on it first.

As I understand it, the KAS-297B gets its altitude data from the encoding altimeter.

Around here, most hangars seem to be 10,000 square feet (100 x100)/. Mine home garage/shop is only 1,000 sq feet, but it was limited by zoning laws. But it has a lift.

Just start a car and airplane museum. That way you do not appear to be greedy.

I am NOT a bomber guy. Fighter/Bomber YES Mossie YES A/B-26 yes B-25 no, except maybe a G or H with the gun nose, especially with the 75mm cannon. B-17/-24/29/Lancaster NO At least not to own. I wouldn't turn down the chance to fly them once or twice.

I just renewed and was also amazed that electronic was not an option.

Not all insurance companies are like that. And, with mine, if someone hits me, I still claim through my insurance. They pay the bills, except for the deductible, and THEY fight the claim with the other company. And when they win, they pay me the deductible back. And I pay collision on my cars, since the MD minimum insurance is $30,000, and it would cost me more than that to replace them. My insurance pays the bills, then collects what they can off the other insurance company.

Two different tasks. 1) Learn the material to prepare you for the flight portion and to understand what you are doing and why. Not only during training, but as you use your instrument rating in the future. 2) Passing the written test. Doing #1 is very important for Private and Instrument. And is the basis for #2. But, a test prep before taking the written is a good review, plus lets you know you know the material well enough to pass.

These. The military did a lot of research many years ago and switched to white light in the cockpit. The A-10 had white cockpit lighting. The rule of thumb with white light is to match the intensity of the lights outside. So over a major city, you would turn up the lights, over back country as low as you can.

I think she was saying that if she had a polished airplane, it would need to be mostly Al, not fiberglass. The tips and wheel pants could be nicely painted as a accent. The cowl would be different.

FYI, the SCS price includes the side panel carpet pieces. The AirTex does not. If you add them to the order, the total price is very close to the price of the SCS kit. One other thing for the DIY people, the SCS at least has bound edges. Which is more work and needs a heavy duty sewing machine.

FYI, for most people this is the one time inspection and log book entry. A MAXIMUM of less than 4.5% of the aircraft could have these weights. It is a PITA and I do question the 2 week compliance.

No, I did not DO the Encore conversion. It was already done, with a Factory Reman -SB engine. I haven't compared the POHs, but I don't think the Encore conversion does much for cruise speed, but the extra 230 pounds is nice.

My point has been, from the original posting, it APPEARED that the parts did not meet the test of OPP. Based on that, an investigation was warranted. Further information indicates that the may have meet the test of OPP, but since the FAA has not mandated the removal, it is up in the air.