Hank

Doesn't it just screw in? I've not removed mine, but the one on the door comes off easily. Just be careful to not lose the little bearing!

@1980Mooney, here in Sweet Home at 1030 the temp was 81° with 80% humidity for a "feels like" temperature of 89°. Right now at 1500, the temp is only 89° because it's pretty cloudy with thunderstorms moving around, and humidity is 60% for a "feels like" temp of 98°. Summer is almost here! Just as "hot summer weather" varies around the country, so does "staying cool." I saw an Irish newspaper once with 4" tall headlines for a heatwave that was killing people--converting from Celsius, it was 81° . . . So, @Beaker, take the advice here and use whatever you need until you are comfortable. I departed Indianapolis one hot summer evening, ATIS was calling 96° but my OAT on the runway was 110+; when I leveled off at 9500 msl for my short 1-hour-plus flight (just to stop sweating), it was a nice 59°, roof vent was open, vent below the throttle was open, Vent knob on the panel was fully open and both knee vents were wide open. After about 15 minutes, I was starting to feel pretty good. Descending to land, I got pretty warm again, but had a very short taxi (less than 1/2 mile). And as always, fly safe! P.S.--having lived in both climates, I'll take 100° anyway rather than 0°!!

Fly in the winter?

On the ground, I open the storm window and sometimes push the door open a couple of inches. Some people use Kool Scoop, I've seen a thread about different modifications rather than sticking it to the window. In the air, the best cooling is altitude.

Back when I was a Manufacturing Engineer on the plant floor every day; writing and updating procedures and work instructions; keeping an eye on equipment; and supervising my guys who took care of it, i kept this taped to my monitor for constant reminding when I was writing anything for the operators: Nothing is foolproof to a sufficiently talented fool. Like the operator running a machine with two working positions--both hands were on the two joysticks to move from one to the other. I had to redesign the station so that the operator could.hold the joysticks in position while turned around backwards to talk to someone, because an operator did that and the table hit her elbow due to the unnatural arm position and lack of attention. Same thing applies to the landing gear switch. If the operator doesn't try to force it, but instead pulls it out before moving, it's not a problem. How much force do you think the new all-metal switch should withstand before bending or breaking?

I don't dress up for anything anymore. Wedding invitations now specify business casual or even beach attire (yes, I went to a beach-themed wedding in Ohio, in shorts!). Even the last several funerals I've attended, no one but the preacher and some of the family were dressed up. Dress up to ride in the airline cattle car? No thanks . . . .

Them fancy G5s and Aspens ain't much bigger than a regular ASI, but they cram lots of tiny information onto the screen. Ain't no room for two speeds . . . . (So says this proud owner-operator of a full steam gauge panel! )

I'm interested in a good Mooney airport for Cape Canaveral. Got a cruise in a few months

My understanding is that your primary indicators need to match your Owners Manual; if that's not legible, grab one from the Downloads section here. If your Manual says that your gear speed is 120 mph like mine, how many knots is that on your airspeed indicator? Its when your airspeed indicator reads 120 mph. (Yes, I know your 64 E has a different and lower Vg than my 70 C, but I don't know what any of your numbers are, and you don't know how many knots any of them are.) You can still have your GPS read knots if you want, but your primaries have to match your aircraft documentation. If I'm wrong, someone will correct me shortly . . . .

Not the ear bud itself, but a silicone piece that fits the end of it? That's what I took from follow-on statements above.

Ear buds in your nose help you breathe better???

I won't use any EFB that forces me to buy an overpriced apple product, at double the price to get the GPS enabled. I'll get a shot of Avare's georeferenced approach plates, but we're stuck in a cycle of daily thunderstorms. We had over 10" of rain in May, and so far it's rained every day except one in June, and I spent 6 hours in the car that day.

You've got to do the duckwalk while saying that, with your rifle held over your head!

Its really a shame how the A&P certificate is an all-or-nothing thing, requiring knowledge of piston, turboprop and turbofan technologies and systems, as well as tube and rag, wooden, all metal and composite structures--you must study to be a Jack of All Trades. But the pilot certificate is very different--each below requires separate study, experience and testing: Balloon Glider Helicopter Single engine aircraft Multi-Engine Aircraft, centerline thrust only MulMulti-Engine Aircraft Turbine Aircraft by Type It would make sense to me to offer a similar structure for the A&P certificate, too. I really don't want a jet jockey trying to rebuild my magneto . . . .

Hear hear! Dad retired from the Marines when I was in high school (11 Towns and 19 Homes by graduation, including 2 civilian PCS) but it had become a way of life. I'm currently in State #8 (plus 2 Japanese Prefectures), Town #22 (including southern Japan growing up, and northern Japan for work), and Home #42 (including having purchased 5 houses and 1 condo). I've only relocated six times for work, having lucked into four jobs in my current area, but as a salaried engineer, night and weekend call-ins decreased as I progressed in my career. Having my A&P would be nice, but annuals still require an IA who has to look at everything anyway (that's the "inspection" part). As an owner, I've participated in 11 annuals, but my current IA doesn't do it that way, and I miss the involvement and seeing that everything is shipshape and what I should watch or plan for next year; getting my A&P wouldn't help that. The 200-250 hours that I could retroactively log wouldn't help me a whole lot, would it? On the other hand, I have no interest in learning about turbine maintenance; I had two classes in engineering school that covered how they work, one with a lab and a small turbojet to play with. And since they are daily becoming more rare, I don't want to learn about fabric-and-tube aircraft. And limited A&P to piston-powered metal aircraft just doesn't exist . . . . So i guess I won't go back to school.and try to learn all those things that I'll never use, like I had to study NDB approaches and caring HSIs when the approaches were virtually nonexistent, and I'd never flown a plane with a functioning ADF or HSI. And yes, it's my loss, but so would be wasting all of the time and effort on those subjects.