Hank

Those of us who fly under any class of medical are also the arbiters of our own fitness to fly before each flight. Do you know people who fly when they are sick, tired, haven't slept, aren't Instrument or Night current, overweight, haven't checked CG, etc.? All same same here, it appears to me. I watch a video everymither year, and visit a non-FAA-approved "state licensed physician" after every other video, but the accident rates for us BasicMed pilots is not only not higher than pilots under Class 1, 2 & 3 Medical tickets but actually is less than them as a whole. Why do you think Sport Pilots will suddenly turn aviation into the Wild West of Rule-Breaking???

The low fuel light in my car comes on usually between 88 -- 102 miles to empty. Its nice, especially in flight, to.not have to "Stop Right Now!" for fuel.

Because our bodies are adapted to life at ground level. Think of cavemen staying warm during the Ice Ages, CO & CO2 from the fire would trigger breathing well before running out of O2, so he would have the strength to exit the lower levels of the cave and reach fresh air. Once you run out of O2, you're done, so waiting that long is not good for survival.

My C is the same. Interesting to find out that a Sport Pilot can fly it after "additional training" for adjustable prop and retractable gear (kind of like "Complex Endorsement"?). When it gets difficult to find an Urgent Care to do my Basic Med exam every four years, I'll just drop back to Sport privileges and give up IMC. I'm already trained for adjustable prop, retractable gear and night flight, and almost never fly above 10,000 msl anyway, but will become limited to no people in the back seats

I guess that's why the factory put an extra guard on my gear switch . . . Push it to the right, then pull switch out and move it. No accidental gear movement in my C!

Its simple economics--as prices have skyrocketed, orders have decreased and the cost of inventory has gone up, so Lycoming's response is to reduce inventory rather than control costs.

Sport Pilots van fly at night with additional training, which we as Private Pilots have already received. Just as Sport Pilots can fly constant speed propellers and retractable gear with additional training, which we as Mooney Pilots have already received. But Basic Med is easy enough that I will keep doing it.

I fly a 6-pack without an HSI every time I get in my Mooney. I did make 2 or 3 flights in friends' planes with HSIs, nor knowing what I was looking at, it didn't make much difference.

I've been forgotten about on departure, but not on arrival. Nothing like being vectored toward a mountain you can't outclimb and never turned away or on course . . .

Yep, I just put one in last fall. On sale for $2100, and I forget the install, ~$300? It's two screws, three wires and the configuration. Then you need to do the ADSB flight around a VOR, 4 directions with prescribed climbs and descents so that the FAA can confirm that it works properly (95% or so).

The appear down there just once, and also in the banner at the top until you open the list.

Hey, @Zippy_Bird, check this:

Me, too, I just don't remember how I set it up. I do know that I dont want an email every time someone likes, quotes or responds to one of my posts.

@Zippy_Bird, I did my IFR training and checkride in my C, with no right-side brakes. I've since relocated, and done many IPCs and Flight Reviews with three instructors as they were available (at three local fields). It shouldn't be difficult to find a good CFII who will train you in the E. My G430W is a fine instrument, and many are available at low prices, plus install at an avionics shop (Garmin dealer required).

Two things are going on here: Increasing density means more air molecules per cubic foot to absorb heat. Increasing speed pushes more cubuc feet of air molecules past the engine to absorb heat.

I've read about several ATPs dieing midnight in the past few years, and others having heart attacks. These guys get a Class 1 medical with EKG every six months. How is ANY pilot supposed to know they have a problem if these guys don't? Of course, pax can't know . . . There can't be any change in liability or the airlines would force their people to do it, and they don't (that I'm aware of).

So it's been a while since I checked into the Panthera . . .

This is what I did, because I didn't like sitting in the pediatricians waiting room surrounded by sick children too young to understand the concept of covering your mouth when you cough . . . And he was usually running way behind, often more than an hour.

It should also not apply if you have Class III and just dont renew it for whatever reason. Just keep on flying, as long as Vs0 <= 59 KCAS

Last I heard, they were price competitive with new Ovations, and not Vintage Mooneys.

I'm not worrying about the effect(s) on my Mooney of new aircraft that still.need to be designed, approved, funded, built, tested, certificated, ordered by customers then put into production profitably.

No, our Mooneys will not magically become LSA aircraft, but Sport Pilots will be able to fly them with additional training (constant speed props and retractable landing gear) with no medical. They will be limited to two people an 10,000 msl, which covers most of my flying.

Yes, that's right. Our Mooneys will not become Light Sport Aircraft, but Sport Pilots will be able to fly them with additional training to raise and lower the gear. https://www.aopa.org/news-and-media/all-news/2025/july/22/light-sport-rules-expand-dramatically?utm_source=epilot&utm_medium=email

No, that's a V, which comes after J, has ~300 hp and requires the HP Endorsement now. I got mine on a Biennial in a 182, which was easier to fly than my C, so I'm good if my bank account ever gets that big.

That's only needed for models K and up; M20 through M20J are 200 or less, the endorsement is for "more than 200 hp."