Paul Thomas

I have a Bruce cover. I've only used it on few times and the fit is great but I did have them make some modifications. I didn't want the front strap to interfere over the gear doors and I have a velcro over the rear antenna that's where the dorsal fin starts. I had to send it back for the rear antenna but since I had been told the cover would not reach there. Bruce took care of shipping both ways and couldn't have been any easier to work with.

If it is real, that info should be dispersed to all the aviation news outlet. If true, the poor media start is not a good sign for the future. I want it to be true but I don't believe it is.

I am as well because I forgot one when we had a bad battery; there was a possibility that the airplane would have been started without removing the tow bar. Without the help of a CFI, I would have started tied down or chocked; I don't remember which but I do remember the lesson to always look at the airplane one last time. I did leave the fuel cap off the airplane once; I saw it as soon as I started taxing back to the hangar. Now they go back on immediately. It's also taught me that it's not because you just flew the airplane that you can get in and go. Do look at it again and run checklists.

The manufacturer needs to do the testing and I can't see Mooney doing it; maybe they'll be willing to outsource it to you.

Manufactured dates and model year are not one and the same; my 1984 airplane was manufactured and delivered in 83.

The FAA has been pretty clear that it has to be CAS and CAS since original certifications. For aircraft that do not have CAS, manufacturer need to go out and do the testing. During the process, there was push to allow modification to bring under the 59 knots or IAS to be used; the FAA said no to both.

The FAA wrote on the subject; it needs to meet the requirements since certification and it needs CAS from the manufacturer. If the manufacturer had not done CAS testing, the manufacturer can do new testing. IAS is not acceptable as it can be off by more than 5 knots.

@Patrick Horan just got great service from them.

Rumor is that, an FAA complaint has been filed by LASAR.

@jetdriven What air filter do you have?

I'm full rich during the runup (see #2); if I didn't change it from 1, the engine should have died. Sorry if it wasn't clear.

I picked 2,000 to answer but it depends on how far I'm going/can get before I need the IFR clearance and the how solid that layer is. I do not like flying close to the clouds VFR; too many people are flying in the could without a clearance. I'm not going to launch if the weather may become an issue before I have a clearance. I don't mind getting closer to my destination get a clearance in the air, or go for enough that I can get one on the ground elsewhere, as long as I have VFR landing options along the way but the truth is, I'm not a fan of flying lower than 3,000. I've waited 30 minutes for a release on a nice day with no idea how long it would take (The controller was trying to get me going, even involved a supervisor and kept me apprised).

1. So lean that if I advance power past 1,000 RPM, the engine stumbles 2. Full rich because I'm typically at sea level. 3. I don't change mixture during the runup. 4. I lean to target EGT and stay there... the number in large part is immaterial as it could change from airplane to airplane. What I'm looking for is to keep a constant EGT during the climb. 5. I take it the blue arc is LOP? Once I'm cruise altitude and cruising speed, I then set power/mixture to cruise setting. That is not always LOP but I have a pretty good feel for it from muscle memory, sounds, and the fuel flow gauge is always helpful. I then use the JPI for fine tuning, but I don't use the lean find function, I find it easier to look at the raw data. For LOP/Peak, I come at it from the lean side, for ROP from the rich side. 6. I'll go back to full power at target EGT. 7. The only change I make for descent is to lower the RPM. GUMP is not part of my descent; it's part of my approach to landing/landing sequence. 8. Same as #1.

Congratulations on retirement.

@midlifeflyer

That makes it an awesome option then!

Congratulations and have fun.

My understanding is that roaming will not work in flight; is that incorrect?

Many amateur build airplanes are built better than factory airplanes. The 51% rule, amateur built, for recreation, etc. are all still very much intact. Since you were part of the build, you very much likely meet the requirements, you're allowed to get professional help. Glasair used to have a two week to taxi blessed by the FAA. Some manufacturers are selling "experimental" on airplanes that do not have anyone but the factory build them... it's only a matter of time before that becomes an issues. What's shocking to me is how open they are about it when you're at the airshows.

I know my home airport has air at the SS fuel farm and I believe others around here do as well. Is that not a thing in other places?

At least this one sold for $126 millions; I don't know if it's the right number or not but it sounds appropriate. Beta only paid $500,000 for Caledonia Airport in VT... I couldn't believe how cheap that was. Private equity could quickly corner the market if more governments are willing to sell their airports, especially at low prices like Vermont did.

It seems like the new trend is for airports to be bought by aircraft companies. Beta bought an airport in Vermont and now Archer bought Hawthorne. https://news.archer.com/archer-to-acquire-los-angeles-airportas-strategic-air-taxi-network-hub-and-ai-testbed

A Facebook user recently posted a photo of a Mooney that has plexiglass windows in the baggage compartment. One in the door and a matching one on the other side.

I think others have used Toyota Corolla headrest; they fit in perfectly and since it's fully removable, you can use anything you want.

I see someone use one regularly, he's one of the more active fliers, and it seems to do the job well for his Beech 18. I think it's very cool that you can walk around the airplane and make sure everything will be perfectly safe when you're in close quarters.