Paul Thomas

Foreflight was developed in part with AOPA's money. I'm shocked that AOPA or EAA has not built a good app and make it free to their members. That would be a perk with real value and be an easy way to retain members. If the cost was to really get out there due to PE coming in, it wouldn't take much to get a group of engineers to develop a competing application. There are also still some free applications out there but I don't know how well they compete as I use foreflight.

The best wisdom I can share is to start practical training for the IR. First, that will be more time in the air during which you will continue to gain experience. More importantly, the IR is the best safety investment you can make; you will learn fundamental skill in operation of the airplane that will also apply to VFR flight. The procedures I learned during IR make me a better pilot. Lastly, the Bravo is a travelling airplane and the IR will be like a cheat code when it comes to travelling. The dirty secret is that it's easier to fly IFR than VFR, especially on longer trips.

I fly in FL; heights is one of many factors. I've never been denied the ability to deviate around clouds, ATC is very accommodating when it comes to that. When it comes to picking my way around cells, there comes a point where I don't rely on anything but a Mark II eyeball. By the time you see certain cells on radar or storm scope, it's too late and you don't want to be there. I don't remember using unable. While ATC has not given me the routing or altitude I wanted, safety was not a factor so I've sucked it up when I haven't been able to negotiate. If I did have to use the words unable to go around a dangerous cell, I'd also tell them what my new heading is till I can rejoin the appropriate routing. Traffic is rarely everywhere, especially en-routes. In terminal areas, I've found that ATC is cautious and typically has a good grasp on the weather from others. My experience is that the controllers really step it up when weather is an issue. I firmly believe that you should enter the terminal area without a plan as to how you will land; for me, that involves making it VFR when thunderstorms are an issue.

There is a price to quality and traceability. I was just at Sun N Fun and saw some AN fitting. The price immediately caught my attention and I picked some up and put them back down soon after. They weren't the right color of blue, didn't have the right markings, and didn't feel the right weight... It may work, it may not and that's not something I'm willing to play with. I'll begrudgingly pay 5x in that case for the right fittings.

Landing on the upwind side of the runway is a poor strategy; I know it's regularly taught online and by inexperienced CFI. While I can see the logic as to the touchdown, it's a bad idea as to the rollout and taxi. I've never had the wind push me toward the downwind side in a way that's dangerous - either give more aileron to land or go around. You are still safe and in control as long as you are flying. That will change once you touch down and slow down. What direction will the airplane turn toward if you lose control due to the wind being too strong? You will turn into the wing, toward the upwind side of the runway, the side on which you left no margin. Being on the ground, with winds that are so strong that the airplane turns into the wind is a scary thing. I'm a strong proponent of landing on the centerline, every single time. The very experienced tailwheel guys will land on the downwind side and land toward the upwind side to cut down the X-wind component. Me? I don't want to be flying in those conditions and if I am, I'll divert to a runway that is more aligned with the wind.

I've seen these type of threads on multiple forums and while our Mooney do well in X-wind, I still don't like these threads. Some members misremember or exaggerate the numbers and mislead others about the capabilities of the airplane. Touching down is the easy part... slowing down and taxing in are the real challenge. The closest I've ever come to damaging an airplane was getting out of a C140 when a gust almost took the airplane into the hangar door. The bigger the number, the more questionable becomes the judgement if you damage the airplane. My suggestion is to use a number you're comfortable with or divert instead of going by someone's max number on the internet.

It would be interesting to see who's buying the little fuel that is still being sold.

100k for mine.

410TT, 115 complex, 55 in type.

I was discussing this fuel and the legal case with my wife who brought up something I have no seen discussed: corrosion. Since this fuel appears to act as a paint stripper, how does it affect corrosion? Is there a concern that ingredients in the fuel may accelerate corrosion? If so, that would be a nasty combination.

I'm also with OR; quote came back at ~2350; $50 less than last year. Hull is 100k. This is my second year owning the airplane, IR and I need to check how much time I have. The airplane is hangared during hurricane season but I'm otherwise on a tie down. I was disappointed that it was only a $50 decrease given I now have time in type and the overall market has been stable/ slight decrease in premiums.

Have any of the affected airplanes filed insurance claims? The insurance companies are going to have something to say...

The pro of a multi piece panel is upgrades. You can remove part of the panel, re-cut as appropriate and leave what is not being modified alone. It makes installing or removing a single instrument much easier.

What happens if you back off to 2,200 RPM, can you increase back to 2,500?

The top one is showing your are tracking 77 while the bottom one shows you are on a 98 heading. Apples and oranges.

When you say reset the gear breakers; had anything popped?

I only do ADSB. You should be able to display the ADSB feed on your other avionics and your iPad.

Experimental do not require an STC to use alternative fuels, just like they don't need an STC to put an alternative engines. It's all up to the owner/builder.

No experience at MDW but I prefer to travel IFR, especially when going into bigger airports. I think it makes coming into their airspace easier, I get an automatic Bravo clearance, and I'm treated the same as GA VFR traffic once I report the field in sight but I never expect a tight pattern. They're used to bringing in big iron and seem keen on giving me a long final but want 150 knots till 5 mile out. I think a tight pattern would actually work best but that's not how things are done. Leaving, since it's a short flight, I may just head south VFR and climb once outside the Bravo. I know you're going away from home but you'll be in control of your routing and get home just as fast. I always find it more difficult to leave from an airport under a Bravo than just about anywhere else. I've never had a flight plan issue but I tend have to wait for an IFR release. I've had to wait up to 30 minutes but ATC involved supervisors on their own to get me out after 15 mins or so. I don't like to be stuck down low but sometimes it's the way to go.

@meddesign@natdm Could either of you upload the files now that the file formats have been added? I had my neighbor print the one meant for the pipers and it's not quite the right fit. I'll have to go back with some washers to see if I can make it work but the correct file would be better. Thank you, Paul

I have to admit that I'm disappointed. I'm a skeptic but I wanted to believe in G100UL, I was impressed by George Braly's willingness to engage, and I wanted to give G100UL the benefit of the doubt. As a fuel, it really does appear to work and I thought GAMI was sitting on a goldmine; I could even see an easy marketing campaign starting at Sun 'N Fun, ending at Oshkosh that would involved other big fly-ins and be easy for any media to promote. It would be so easy to go worldwide and make great press. I wish GAMI the best and hope material compatibility can be sorted out and that a winning formula can be developed. Alternatively, let's figure out which paints, hoses, etc. are not compatible and state that. I bet there would still be plenty of willing customers and the fleet will adapt. It did for ethanol. I never understood the marketing path GAMI used for G100UL and it appears this crisis is being mishandled. When it comes to safety or not taking risk with customers, a lot can be learned from Tylenol's 1982 recall.

The damage to the RV6 is shocking; it looks like it was vandalized with paint stripper. I could see insurance companies having a fit with G100UL... a simple leak that would have cost an insurance company nothing is now very expensive. I wonder if the insurance industry is going to say if you want to use the STC, your coverage will have a higher cost.

Multiple reports on Facebook from users who are unable to reach MooneySpace; one is getting an error that the domain is for sale.

As I gain experience, my tolerance for taking off with low ceilings continues to decline. I remain IFR proficient but I very much try to take off and land in VMC conditions.

Thank you all. My neighbors bought their youngest a 3D printer. I'm going to have him print it; he's taking an entrepreneurial class so this project will fit right in and I'll learn more about 3D printing.